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PHONE: 315.435.3770 FAX: 315.435.3669 ONGOVED.COM Special Meeting Agenda July 16, 2021 10:00 AM Call to Order the Meeting of the Agency A. Conflict of Interest 1. Consideration of Acceptance of the Final Supplemental Generic Environmental Impact Study.
Agency Action Requested:
a. Resolution of the Board determining the Final Supplemental Generic Environmental Impact Statement Complete and authorizing the Chairman, Executive Director and Legal Counsel to take all necessary steps to comply with publication, notification and filings of the State Environmental Quality Review Act Representative: Jeff Davis, Agency Counsel, Barclay Damon
Proposed date is Tuesday, July 27, 2021 at 8:00am Adjourn page1 Onondaga County Industrial Development Agency Final Supplemental Generic EIS White Pine Commerce Park July 2021
Two State agencies provided comment letters on the Draft SGEIS. Comments were provided by:
• New York State Office of Parks, Recreation and Historic Preservation (SHPO) • State of New York Department of Transportation Region 3, Syracuse, NY These agency letters are provided in Appendix C of this Final SGEIS. Agency comments have been summarized below by resource topic. Comments may not appear in their original context or sequence in which they were provided, but are provided verbatim where possible or otherwise noted.
New York State Office of Parks Recreation & Historic Preservation (OPRHP) Comment 1: OPRHP understands that the Onondaga County Industrial Development Agency does not currently own the entirety of the proposed 1,250-acre White Pine Commerce Park, and that acquisition of the land and development of the Park will take place gradually over time. Based on these circumstances, OPRHP’s preferred approach is to review and provide comments tailored to specific development plans, when the conceptual site plans are available.
Response: Comment noted.
New York State Department of Transportation (NYSDOT) Comment 1: NYSDOT is reviewing the Traffic Impact Study to ensure that it meets NYSDOT’s requirements and provides all the information NYSDOT needs to determine traffic impacts to the State Highway System. Mitigation will be required to address traffic impacts, and all required mitigation must be reflected in site plans prior to approval.
Response: Comment noted. See also NYSDOT Comment 7.
Comment 2: A highway work permit will be required for any work within the State Right-of- Way (ROW) along NYS Route 31. The plans that are prepared toward permit issuance must show our ROW boundary. The final project plans must reflect mitigation as may be determined by the Department. The applicant should coordinate with NYSDOT during plan preparation to ensure that the design meets Department standards and requirements. A consultant inspector may be required for this work.
Response: Comment noted.
Comment 3: Utility installation within the State ROW will require a utility permit. If feasible, all steps to avoid open cutting a state highway for the water/sewer installation shall be P a g e 21 page2 Onondaga County Industrial Development Agency Final Supplemental Generic EIS White Pine Commerce Park July 2021 progressed. The plans that are prepared toward permit issuance must show our ROW boundary.
Response: Comment noted.
Comment 4: The applicant must provide NYSDOT a copy of the Storm Water Pollution Prevention Plan (SWPPP) for review. No additional stormwater flow into the State's ROW shall be permitted.
Response: Comment noted.
Comment 5: The applicant must submit a photometric lighting plan to the NYSDOT. No glare or spillover onto the State ROW will be permitted.
Response: Comment noted.
Comment 6: While NYSDOT staff is still finalizing the review comments, but we don't anticipate any major significant issues that will prohibit the development from progressing forward as a project. Having said that, we have determined that additional improvements will be required to offset impacts from the proposed White Pine Commerce Park. There are several feasible improvement options being analyzed within NYSDOT that can address these operational and safety impacts. Once we complete our review, you will be notified of all our comments and recommendations.
Response: The TIS (See Draft SGEIS, Appendix B) developed as part of the Draft SGEIS evaluates and recognizes the potential operational and safety impact to the transportation network from the Project. The TIS makes recommendations for traffic operations and safety improvements to mitigate for the Park development within the transportation network and, where appropriate proposes crash reduction measures, which includes recommendations at high crash
locations. OCIDA will work with NYSDOT to adopt final traffic improvement measures to mitigate the potential operational and safety impacts.
Comment 7: We’ve concluded that, as written, the TIS appropriately documents the study area. Within the study area, the TIS offers proposed mitigation for the impacts of the trips generated by the potential development. NYSDOT will follow up with location-specific comments relating to the details of mitigation within the study area. On that point, it is anticipated that additional coordination and communication will take place as this project develops further, to arrive at the specific details of the mitigation. That said, NYSDOT agrees that the TIS is appropriate based upon the information presented.
Response: Comment noted.
Comment 8: No site plan was provided as part of the TIS to support the access points, traffic control, and mitigation near the proposed site.
Response: This is a generic environmental review that was undertaken to evaluate the proposed expansion of the Park and not a specific development proposal. There is no site plan or specific development proposal at this time. Once there is a specific development proposal and a site plan P a g e 22 page3 Onondaga County Industrial Development Agency Final Supplemental Generic EIS White Pine Commerce Park July 2021 is available, such that vehicle volumes and movements are more predictable, OCIDA will work with NYSDOT to confirm the exact nature and extent of potential operational and safety impacts associated with the development, evaluate NYSDOT’s recommendations and adopt final traffic improvement mitigation measures.
Comment 9: If no site plan is available, how did the proposed locations of the proposed driveways be derived? Per the Synchro models, the access on Route 31 (Entrance 2) is between Stearns Road and Burnet Road. Are there any impacts to these two intersections from the new development? These two unsignalized intersections were not analyzed as part of the TIS.
Response: The TIS describes the assumptions it used to develop the potential traffic impacts of the Project, including the proposed driveway locations. It also includes proposed mitigation measures for the area encompassing the Stearns Road and Burnet Road intersections with NYS Route 31. See Draft SGEIS, Appendix B, Section 2.3. See also Response to NYSDOT Comment 8.
Comment 10: What entrance to the site will be the main track entrance/exit? Typically for a development of this type, one entrance is dedicated as the main truck access.
Response: See Response to NYSDOT Comment 8. Once there is a specific tenant or tenants for the Park and a specific development proposal is presented, details concerning truck ingress/egress and main truck access will be determined.
Comment 11: Synchro inputs show 10% heavy vehicles will use both entrances. However, there are no truck percentages shown for the adjacent intersections such as the Route 31 @ Caughdenoy Rd. intersection. This should have been inputted and distributed in Synchro for at least this intersection based on the truck percentage used for the site.
Response: See Response to NYSDOT Comment 8. From the NYSDOT Traffic Data Viewer, Figure 5 of the TIS was created depicting 2019 Daily Truck Percentages, showing truck percentages ranging from 3% to 10% along NYS Route 31. From this information, the assumption was applied for 10% heavy vehicle at the entrances; this was the highest percentage of trucks assumed within the Study Area. For the existing peak hour traffic counts, there were zero heavy vehicles traveling through the NYS Route 31 and Caughdenoy Road intersection.
Within the TIS, the vehicle demand of the NYS Route 31 and Caughdenoy Road intersection was appropriately grown to reflect the 2024 Build Volumes.
Comment 12: Depending on truck access and the proposed site plan, additional improvements (turn lanes) at the Route 31 at Caughdenoy Road intersection may be required if a large percentage of trucks will be turning at this intersection to get to the site entrance on Caughdenoy Road.
Response: See Response to NYSDOT Comment 8.
P a g e 23 page4 Onondaga County Industrial Development Agency Final Supplemental Generic EIS White Pine Commerce Park July 2021 Comment 13: In the new trips schematic diagram, why are there so many new trips coming from Pardee Road to Route 31? I believe this is an error in the diagram only.
Response: This is a typographic error only in the new trips schematic diagram (Figure 9 of the TIS). The diagram has been revised by removing the new trip text at Pardee Road to NYS Route 31. The revised diagram is shown in Appendix D of this Final SGEIS.
Comment 14: What is proposed for restrictions for all the commercial driveways on Route 31 between Route 11 and I-81 SB Ramp? The addition of a 2nd WB left turn lane on Route 11 will make it near impossible for vehicles to make a left to/from the driveways on both sides of Route 31.
Response: See Response to NYSDOT Comment 8.
Comment 15: In the synchro models, there are stop-controlled driveways just to the west and east of the I-81 ramps. Assumed it’s in the models for balancing volumes? There is no explanation in the TIS regarding them.
Response: Stop-controlled driveways were used just to the west and east of the I-81 ramps in the Synchro models for balancing volumes.
Comment 16: In 2024 & 2044 Synchro models, the simulation shows motorist are unable to exit the driveway for the gas station (opposite Empower Credit Union) because the volume on Route 31 is so heavy. Assumed this driveway is for balancing volumes too or is this to mimic the commercial driveways in this section?
Response: Stop-controlled driveways were used in the Synchro models for balancing volumes;
they were not meant to mimic the commercial driveways in this section.
Comment 17: Proposed AM models shows excessive queuing on Route 31 WB at Route 11 as result of the phase change and added volumes. See additional details on this comment on page 2 under Technical Comments.
Response: See Response to NYSDOT Comment 8. The selected mitigation at NYS Route 31 at US Route 11 and the southbound ramps of I-81 accommodates the trips added, LOS and arterial speeds based on assumptions made for this Study. See Draft SGEIS, Appendix B, Section 5.6 and Table 4. The EB queue at Route 11 is caused by the high EB Right volume at I-81 SB on- ramp.
Comment 18: Storage length of 125’ for NB Right turn should be increase to at least 350’+ based on the 95thpercentile queue length. See additional details on this comment on page 3 under Technical Comments.
Response: See Response to NYSDOT Comment 8. The northbound double right turn lane is analyzed as No Right Turn on Red along with staggered double turn lane storage lengths (125’/500’). Following the NYSDOT HDM Chapter 5.2.3, SimTraffic, is used to report queues since Synchro underestimates queues in oversaturated conditions. The results provided follow those methods described in HDM (as detailed on page 4 of the TIS within Appendix B of the Draft SGEIS) and not results directly from Synchro.
P a g e 24 page5 Onondaga County Industrial Development Agency Final Supplemental Generic EIS White Pine Commerce Park July 2021 Comment 19: For Route 31 @ Lakeshore Road, only 2024 AM and PM were analyzed. 2044 was not like all the other studied intersections within the TIS.
Response: The existing configuration of NYS Route 31 at Lakeshore Road intersection is analyzed to year 2044. See Draft SGEIS, TIS Tables 4, 8, and 9 and Appendix G. The analyzed data comparing the 2024 Build and 2044 Build with Development Scenarios supported the preparation of the proposed five Alternatives at the NYS Route 31 & Lakeshore Rd intersection. See also Response to NYSDOT Comment 8.
Comment 20: Many LOS and queue lengths in the Synchro files do not match LOS & queue tables for various intersections and alternatives. This mainly occurred for the some of the intersections in Cicero.
Response: This is a typographic error only in Tables 6 - 9. The Tables have been revised. The revised Tables are shown in Appendix D of this Final SGEIS.
Comment 21: The trip distribution only shows 10% of the trips to utilize the Route 481 at Caughdenoy and Maple intersection. This location has an existing crash pattern and has a high potential to be used more than what’s estimated in the TIS because how close it is to the site. Higher volumes here will most likely correlate to an increase in crashes if not addressed as part of the improvements. See additional details on this comment on page 4 under Technical Comments.
Response: See Response to NYSDOT Comment 8. The trip distribution model showing that 10% of trips utilizing the Route 481 at Caughdenoy and Maple intersection was provided from the Syracuse Metropolitan Transportation Council (SMTC) as described on page 18 of the TIS.
See Draft SGEIS, Appendix B.
Comment 22: NYSDOT has provided additional mitigation options that could be considered beyond what has been proposed to mitigate for the transportation impacts of this Project. These additional options included modifications to NYS Route 31 and various intersections within the traffic study area as well as improvements to NYS Route 481 at Caughdenoy Road and Maple Road. Additionally, NYSDOT provided input on the preferred Alternatives at NYS Route 31 and Lakeshore Road.
Response: See Response to NYSDOT Comment 8.
Comments were received from 31 individuals during the Public Hearing that was held virtually on May 24, 2021. The complete transcript of the Public Hearing including verbal comments from attendees are provided in Appendix B of this Final SGEIS. Written public comments are provided in Appendix C of this Final SGEIS.
In total, there were 74 comments received from the general public on the Draft SGEIS, some of which were duplicates, for a total of 64 commenters from the general public, some in support of the Project and others opposed, which included three (3) comments from local elected officials.
P a g e 25 page6 Onondaga County Industrial Development Agency Final Supplemental Generic EIS White Pine Commerce Park July 2021
To further expand upon Section 4.3 Transportation from the Draft SGEIS:
The majority of the proposed transportation improvements can be constructed within the existing highway boundary and lie within previously disturbed area. Temporary and permanent easements will be acquired by the owning agency for those areas outside the highway boundary by negotiated agreements or pursuant to the EDPL, as necessary.
Roadway improvements to mitigate the proposed Park cause negligible to minor impacts. The roadway improvements area of potential effects are considered, and their impacts are addressed for each individual resource area within their respective sections in the Draft SGEIS, 3.0 Environmental Setting and 4.0 Potential Environmental Impacts and Mitigation.
Any temporary impacts will be mitigated through proper construction and best management practices.
Disturbed areas will be re-graded and reseeded to pre-construction conditions. Overhead utility lines and poles will be relocated prior to construction.
During the preliminary review of the I-81 / I-481 northern interchange (Interchange 29 in Cicero) improvements that are proposed as part of the Interstate 81 (I-81) Viaduct Project, it was determined that the intent of the interchange improvements was to reconstruct the interchange to direct I-81 traffic to the new I-81 (former I-481). The I-81 / I-481 interchange would not affect our transportation study outcomes, therefore was not included in the transportation study area for this Project.
The new trips schematic diagram (Figure 9 of the TIS) has been revised by removing the new trip text at Pardee Road to NYS Route 31. The revised diagram is shown in Appendix D of this Final SGEIS.
Tables 6 -9 of the TIS have been revised to correct a typographic error so that the tables match the Synchro outputs in the Appendices to the TIS. The revised Tables are shown in Appendix D of this Final SGEIS.
P a g e 19 page7 White Pine Commerce Park TIS Review (May 2021 Submission) NYSDOT Review Date: 7/12/2021 TIS Comments 1. No site plan was provided as part of the TIS to support the access points, traffic control, and mitigation near the proposed site.
2. If no site plan is available, how did the proposed locations of the proposed driveways be derived? Per the Synchro models, the access on Route 31 (Entrance 2) is between Stearns Road and Burnet Road. Are there any impacts to these two intersections from the new development? These two unsignalized intersections were not analyzed as part of the TIS.
3. What entrance to the site will be the main track entrance/exit? Typically for a development of this type, one entrance is dedicated as the main truck access.
4. Synchro inputs show 10% heavy vehicles will use both entrances. However, there are no truck percentages shown for the adjacent intersections such as the Route 31 @ Caughdenoy Rd. intersection. This should have been inputted and distributed in Synchro for at least this intersection based on the truck percentage used for the site.
5. Depending on truck access and the proposed site plan, additional improvements (turn lanes) at the Route 31 at Caughdenoy Road intersection may be required if a large percentage of trucks will be turning at this intersection to get to the site entrance on Caughdenoy Road.
6. In the new trips schematic diagram, why are there so many new trips coming from Pardee Road to Route 31? I believe this is an error in the diagram only.
7. What is proposed for restrictions for all the commercial driveways on Route 31 between Route 11 and I-81 SB Ramp? The addition of a 2nd WB left turn lane on Route 11 will make it near impossible for vehicles to make a left to/from the driveways on both sides of Route 31.
8. In the synchro models, there are stop-controlled driveways just to the west and east of the I-81 ramps. Assumed it’s in the models for balancing volumes? There is no explanation in the TIS regarding them. 9. In 2024 & 2044 Synchro models, the simulation shows motorist are unable to exit the driveway for the gas station (opposite Empower Credit Union) because the volume on Route 31 is so heavy. Assumed this driveway is for balancing volumes too or is this to mimic the commercial driveways in this section?
10. Proposed AM models shows excessive queuing on Route 31 WB at Route 11 as result of the phase change and added volumes. See additional details on this comment on page 2 under Technical Comments.
11. Storage length of 125’ for NB Right turn should be increase to at least 350’+ based on the 95th percentile queue length. See additional details on this comment on page 3 under Technical Comments.
12. For Route 31 @ Lakeshore Road, only 2024 AM and PM were analyzed. 2044 was not like all the other studied intersections within the TIS.
13. Many LOS and queue lengths in the Synchro files do not match LOS & queue tables for various intersections and alternatives. This mainly occurred for the some of the intersections in Cicero.
14. The trip distribution only shows 10% of the trips to utilize the Route 481 at Caughdenoy and Maple intersection. This location has an existing crash pattern and has a high potential to be used more than what’s estimated in the TIS because how close it is to the site. Higher volumes here will most likely correlate to an increase in crashes if not addressed as part of the improvements. See additional details on this comment on page 4 under Technical Comments.
MITIGATION CONCEPT OPTIONS Color Key OPTION 1 – DUAL LEFT TURN LANES (PER THE TIS) + NYSDOT ADDITIONAL IMPROVEMENTS Black Font = Proposed Mitigation by JMT OPTION 2 – NYSDOT SINGLE LEFT TURN LANES CONCEPT + ADDITIONAL IMPROVEMNTS Blue Font = Additional NYSDOT mitigation 1 page8 Technical Comments & Recommended Additional Mitigation (based on TIS LOS & Queue Tables) NYS Route 31 at Caughdenoy Road • Based on information in the TIS, LOS is an A for this intersection. However, depending on the site plan and where the main truck access is for the development, there may be a need to do improvements at this intersection. NYSDOT Recommendation: Further evaluate based on the proposed site plan and truck egress/ingress if turn lanes are required at this intersection. If any widening is needed, it will most likely involve a new signal. NYS Route 31 at US Route 11 • In 2024 Background Development AM/PM peak hour, queue length for Route 31 EB Thru/Right goes from 260’/ 315’ to 410’/715’. EB queues today already back up into the single lane section on Route 31 during the peak hours. The new trips added to this Route 31 EB approach are 238 / 267 vph. The queue length increase is a result of the new trips and signal phase change for the Route 31 WB left turn going from protective/permissive to protected-only phase. Simulations also confirmed the queue.
NYSDOT Recommendation (Option 1):
o Signal modifications should include upgrading to video detection to maximize the timing efficiency. o The SE corner of the intersection may need to be widened to receive a westbound dual left turn lane. o Lengthen the storage for the two (2) Route 31 EB thru lanes at Route 11 to handle the additional queue length from the additional new trips destined to the I-81 SB on-ramp.
NYSDOT Recommendation (Option 2):
o Construct an additional NB Route 11 right turn lane (125’ Min).
o Convert one of the NB receiving lanes on northern leg to a short SB Route 11 left turn lane. o Signal modifications include split phasing both Route 11 approaches & upgrading to video detection. o Lengthen the storage for the two (2) Route 31 EB thru lanes at Route 11 to handle the additional queue length from the additional new trips destined to the I-81 SB on-ramp.
Route 31 (Between Route 11 and I-81 SB Ramps) • Not only are their queue concerns on Route 31 between Route 11 and the I-81 SB Ramp intersections, vehicles should not be permitted to turn left at any of the commercial driveways within this section on Route 31. The existing crash pattern on the collision diagram supports this restriction. The additional volume due to the new development, along with the longer queues, will only worsen the existing crash patterns along this segment. Allowing left turning vehicles will also negatively impact operations and increase delays more than what Synchro and the simulations indicates in the TIS.
NYSDOT Recommendation (Options 1 & 2):
o Modify commercial driveways in this section (both north and south side) to operate as a right- in/right-out, which may also involve improvements to their connection to Crabtree lane.
o To address the existing crash patterns and enhance operations in this section, install a narrow-curbed median from the Route 11 at Route 31 intersection to the Route 31 @ I-81 SB Ramp intersection. NYS Route 31 at I-81 SB Ramps • In 2024 Background Development AM/PM peak hour, queue length for Route 31 EB Thru/Right goes from 160’/ 170’ to 680’/340’. The new trips added to this Route 31 EB approach are 242 / 216 vph with approximately 70% of those trips making a right turn to get onto the I-81 SB Ramp. There is only 624’ of storage for Route 31 EB from this intersection to the Route 11 at Route 31 intersection. The queue length increase is a result of the new trips and signal phase change for the Route 31 WB left turn going from protective/permissive to protected-only phase. Simulations also confirmed the queue.
2 page9 NYSDOT Recommendation (Option 1):
o Construct a signalized right turn slip ramp on Route 31 for the I-81 SB on-ramp (100-150’ storage). This will involve closing Crabtree Lane at Route 31. The right turn will be a protected only. o Modify signal, sign, and pavement markings on the I-81 SB off-ramp to have no through movement. The approach will only have a designated left and right turn only lane.
o Replace existing signal with new three-color signal.
NYSDOT Recommendation (Option 2):
o Construct an additional lane underneath bridge so both Route 31 left turn lanes (WB left turn for I-81 SB on-ramp and EB left turn for Pardee Rd.) are side by side to maximize storage capacity. o Widen the EB approach to have a dedicated 650’ right turn slip ramp that free flows onto the on- ramp. Widen to two lanes on the on-ramp before merging to a single lane prior to the merge on I-81. o Modify signal, sign, and pavement markings on the I-81 SB off-ramp to have no through movement. The approach will only have a designated left and right turn only lane.
o Replace existing signal with new three-color signal. One controller for both signals near bridge. NYS Route 31 at I-81 NB Ramp and Pardee Road • In 2024 Background Development AM/PM peak hour, queue length for the I-81 NB off-ramp right turn goes from 135’/ 165’ to 240’/500’ with the proposed dual right turn lane. The new trips added to I-81 NB off-ramp are 110 / 124 vph with 100% of those trips making a left turn towards the new development. The storage capacity for both the left and right turn lanes need to be sufficient so both dual turn lanes can be utilized and not blocked by the adjacent lane. Also, not evident in the LOS tables are the existing EB queue issues underneath the bridge caused by the short available storage area for the left turns onto Pardee Road.
NYSDOT Recommendation (Options 1 & 2):
o The storage length of the new NB right turn lane needs to increase from 125’ to 350’+/- to accommodate the 95th percentile queue length.
o Replace existing signal with new three-color signal. One controller for both signals near bridge. o Install advance overhead guide signs on I-81 NB off-ramp approach to signal.
o Modify Route 31 WB left turn phasing from protective/permissive to protective-only phasing to address the left turn crash pattern.
Route 31 (Between I-81NB Ramps/Pardee Rd. and Lakeshore Road) • Like the west side of the bridge, there are queue concerns on Route 31 WB between I-81/Pardee Road to Lakeshore Road. There are still only two WB through lanes on Route 31, so there are marginal improvements to the westbound queue length. To improve operations and safety, vehicles should not be permitted to turn left at any of the commercial driveways within this section on Route 31. The existing crash pattern on the collision diagram supports this restriction. The need to modify the Route 31 EB left turn phasing from protective/permissive to protective-only phasing (need more time) to address left turn crash patterns will only worsen these conditions.
NYSDOT Recommendation (Options 1 & 2):
o To address the existing crash patterns and enhance operations in this section, install a narrow-curbed median from the Route 11 at Route 31 intersection to the Route 31 @ I-81 SB Ramp intersection. o Convert center TWLT lane to an WB thru lane so vehicles destined for the I-81 SB Ramp are aligned with the left turn lane underneath the bridge. This would then transition to the EB left turn lane needed for Lakeshore Road.
NYS Route 481 at Caughdenoy Road and Maple Road • Based on information in the TIS, LOS is an A for this intersection. TIS suggests a roundabout to reduce the right-angle crashes as an option but does not include it as part of the mitigation for the development. Currently, 3 page10 the NYS Route 481 NB approach has 74/417 vph during the AM/PM peak hours. Assuming only 10% of the total trips use this intersection, the development will add 49/44 vph during the peak periods. As the volumes increase at this intersection, so does the safety concerns. If this intersection has the potential to be used more than what’s estimated in the TIS, consideration should be given to have those improvements incorporated as part of the mitigation.
NYSDOT Recommendation: Intersection improvements to address additional traffic and safety concerns. NYS Route 31 at Lakeshore Road – Five (5) conceptual alternatives were provided to address the operational and safety issues. Alternative A: Intersection LOS B (12.0) in AM and LOS C (25.7) in PM for Route 31 @ Lakeshore Road. Route 31 WBT LOS is E with queue length of #720’ in PM peak. Intersection LOS A (9.7) in AM and LOS D (48.4) in PM for Route 31 @ Lakeshore Road Spur intersection. Route 31 WB thru is LOS F with a queue length #677. ICO LOS is F with 0.92 in PM. Route 31 EB left is LOS E with a queue length of #487. Not in favor for a high volume left turn movements turn onto Lakeshore Road Spur and then into a stop-controlled sign on a grade. If this was free flow it would be better, but there are residential properties on Lakeshore Road that still need to turn left at this intersection. No ROW required.
NYSDOT Alternative A2: Alternative A but widen Lakeshore Road Spur to have a NB free flow right turn slip ramp at Lakeshore Road. Need to have a NB 50’ left turn lane with stop sign on this approach. Also, 175’ east of the Lakeshore Road Spur intersection, widen to open up two (2) WB thru lanes and connect to the Route 31 at Lakeshore Road intersection to the west. Impacts ROW.
Intersection LOS A (7.9) in AM and LOS A (5.6) in PM for Route 31 @ Lakeshore Road. All turning movements are a LOS B or better, with no queue length longer than 189’. Intersection LOS B (11.2) in AM and LOS B (15.1) in PM for Route 31 @ Lakeshore Road Spur intersection. Route 31 WB thru is LOS B with a queue length #209’. ICO LOS is C with 0.72 in PM. Route 31 EB left is LOS C with a queue length of #265’.
Alternative B: Not much different than what is there today except Lakeshore is a free move now. I think this modification will create safety issues downstream for vehicles to maneuver into the correct lanes. Concerns on the conversion to free flow which will equate to higher speeds on a downward grade on Lakeshore Road. No work done at the Route 31 and Lakeshore Road Spur intersection. Does not address Route 31 EB left turn queue issues. Alternative C: Intersection LOS B (12.1) in AM and LOS A (8.3) in PM. Route 31 WBT LOS is B with queue length of #376’ and 440’ at Lakeshore Road and Lakeshore Road Spur in the PM peak. Involves widening, ROW, and new 4 page11 three-color signal. Route 31 EB left is LOS A with a queue length of 0’ It will be difficult for the residential driveways to exit left near the intersection. Seems to work better than other four proposed alternatives.
NYSDOT Alternative C2: Alternative C but widen Route 31 on the north side to have a 2nd WB through lane from Lakeshore Road to just east of Lakeshore Road Spur intersection (approx. 175’ to east). Impacts ROW. Intersection LOS A (8.2) in AM and LOS A (5.2) in PM for Route 31 @ Lakeshore Road. All turning movements are a LOS C or better, with no queue length longer than 197’. Route 31 EB left is LOS A with a queue length of 0’. Intersection LOS B (11.1) in AM and LOS B (10.3) in PM for Route 31 @ Lakeshore Road Spur intersection. Route 31 WB thru is LOS B with a queue length 184’. ICO LOS is A with 0.53 in PM.
Alternative D: Intersection LOS A (1.3) in AM and LOS C (16.7) in PM. Route 31 EB left turn is LOS F with queue length of 425’ in PM peak. Involves widening and ROW. Safety concerns for Route 31 WB left turns make a turn across two lanes, along with anticipating gaps from the slip ramp at Lakeshore Road Spur. Multiple approaches need to stop at the Lakeshore Road and Lakeshore Road Spur intersection. Does not address the Route 31 EB left turn queue backups but will make them worse with this alternative.
Alternative E: Intersection LOS A (0.6) in AM and LOS C (27.6) in PM. In the PM, Route 31 WB left turn is LOS E with queue length of #487’, Route 31 WB thru has a queue length of #677’, NB approach a LOS E with #1195’ queue. Involves significant widening and ROW. Not in favor of a free flow left onto Lakeshore Road Spur, then another right turn slip ramp to get to into Route 31.
Black Font = Proposed Mitigation by JMT Blue Font = Additional NYSDOT mitigation
OPTION 1 – DUAL LEFT TURN LANES
Construct a northbound left turn lane.
Further evaluate site plan and truck egress/ingress to see if turn lanes are required at this intersection.
Construct an additional left turn lane to provide for westbound dual left turn lane and modify left turn phasing from permissive/protective to protected only.
Signal modifications should include upgrading to video detection to maximize the timing efficiency. 5 page12 The SE corner of the intersection may need to be widened to receive a westbound dual left turn lane.
Lengthen the storage for the two (2) Route 31 EB thru lanes at Route 11 to handle the additional queue length from the additional new trips destined to the I-81 SB on-ramp.
Modify commercial driveways in this section (both north and south side) to operate as a right- in/right-out, which may also involve improvements to their connection to Crabtree lane To address the existing crash patterns and enhance operations in this section, install a narrow-curbed median from the Route 11 at Route 31 intersection to the Route 31 @ I-81 SB Ramp intersection.
Construct an additional left turn lane to provide westbound double left turn lanes and change westbound left turn phasing from permissive/protected to protected only, and widen to two lanes on the on-ramp before merging to a single lane prior to the merge on I-81.
Construct a signalized right turn slip ramp on Route 31 for the I-81 SB on-ramp (100-150’ storage). This will involve closing Crabtree Lane at Route 31. The right turn will be a protected only. Modify signal, sign, and pavement markings on the I-81 SB off-ramp to have no through movement. The approach will only have a designated left and right turn only lane.
Replace existing signal with new three-color signal.
On I-81 northbound off ramp construct an additional left and right turn lane. The storage length of the new NB right turn lane needs to increase from 125’ to 350’ +/- to accommodate the 95th percentile queue length.
Replace existing signal with new three-color signal.
Install advance overhead guide signs on I-81 NB off-ramp approach to signal.
Modify Route 31 WB left turn phasing from protective/permissive to protective-only phasing to address the left turn crash pattern.
To address the existing crash patterns and enhance operations in this section, install a narrow-curbed median from the Route 31 at I-81 NB to the Route 31 @ Lakeshore Road intersection.
Convert center TWLT lane to an WB thru lane so vehicles destined for the I-81 SB Ramp are aligned with the left turn lane underneath the bridge. This lane would then transition to the EB left turn lane needed for Lakeshore Road or at Lakeshore Road Spur intersection for either Alternative A2 or C2.
An addition of a EB left turn lane and a WB right turn lane along NYS Route 31 at the site entrance. A left and right turn will be provided out of the site, along with a new three-color signal.
A right and left turn lane will be provided from the site entrance and along Caughdenoy Rd.
Concepts have been developed and coordination will take place with NYSDOT for future consideration. Recommend either Option A2 or C2. Pros and cons to both
Intersection improvements to address additional traffic and safety concerns.
Black Font = Proposed Mitigation by JMT Blue Font = Additional NYSDOT mitigation
OPTION 2 – SINGLE LEFT TURN LANES
Construct a northbound left turn lane.
Further evaluate site plan and truck egress/ingress to see if turn lanes are required at this intersection.
Construct an additional NB Route 11 right turn lane (125’ Min).
Convert one of the NB receiving lanes on northern leg to a short SB Route 11 left turn lane.
Signal modifications include split phasing both Route 11 approaches & upgrading to video detection. Lengthen the storage for the two (2) Route 31 EB thru lanes at Route 11 to handle the additional queue length from the additional new trips destined to the I-81 SB on-ramp.
6 page13 Modify commercial driveways in this section (both north and south side) to operate as a right- in/right-out, which may also involve improvements to their connection to Crabtree lane To address the existing crash patterns and enhance operations in this section, install a narrow-curbed median from the Route 11 at Route 31 intersection to the Route 31 @ I-81 SB Ramp intersection.
Construct an additional lane underneath bridge so both Route 31 left turn lanes (WB left turn for I-81 SB on-ramp and EB left turn for Pardee Rd.) are side by side to maximize storage capacity. Widen the EB approach to have a dedicated 650’ right turn slip ramp that free flows onto the on- ramp. Widen to two lanes on the on-ramp before merging to a single lane prior to the merge on I-81. Modify signal, sign, and pavement markings on the I-81 SB off-ramp to have no through movement. The approach will only have a designated left and right turn only lane.
Replace existing signal with new three-color signal. One controller for both signals near bridge.
On I-81 northbound off ramp construct an additional left and right turn lane. The storage length of the new NB right turn lane needs to increase from 125’ to 350’ +/- to accommodate the 95th percentile queue length.
Replace existing signal with new three-color signal. One controller for both signals near bridge. Install advance overhead guide signs on I-81 NB off-ramp approach to signal.
Modify Route 31 WB left turn phasing from protective/permissive to protective-only phasing to address the left turn crash pattern.
To address the existing crash patterns and enhance operations in this section, install a narrow-curbed median from the Route 31 at I-81 NB to the Route 31 @ Lakeshore Road intersection.
Convert center TWLT lane to an WB thru lane so vehicles destined for the I-81 SB Ramp are aligned with the left turn lane underneath the bridge. This lane would then transition to the EB left turn lane needed for Lakeshore Road or at Lakeshore Road Spur intersection for either Alternative A2 or C2.
An addition of a EB left turn lane and a WB right turn lane along NYS Route 31 at the site entrance. A left and right turn will be provided out of the site, along with a new three-color signal.
A right and left turn lane will be provided from the site entrance and along Caughdenoy Rd.
Concepts have been developed and coordination will take place with NYSDOT for future consideration. Recommend either Option A2 or C2. Pros and cons to both.
Intersection improvements to address additional traffic and safety concerns.
In analyzing the two options for mitigation, NYSDOT recommends progressing Option 2 – Single Left Turn Lanes. 7 page14 Onondaga County Industrial Development Agency Final Supplemental Generic EIS White Pine Commerce Park July 2021
Revised Figure 9 and Synchro Tables page15
N
49 (44) 20 (18) 69 (62) 69 (62) 69 (62) 123 (110)
49 (44) 69 (62) 54 (48) 44 (40)
49 (44) 69 (62) 69 (62) 69 (62) 69 (62) 69 (62) 123 (110)
P
RD
ORE
ESH
) (13
LAK
15
132 (119) 218 (194) 218 (194) 193 (172) 173 (154) )
35 (31) 171 (154) NYS ROUTE 31 69 (62) 20 (18) 15 (13) 132 (119) 267 (238) 242 (216) 173 (154) 49 (44) 34 (31)
MA PL
CA U
GH AM (PM) - ENTERING TRAFFIC DE NO YR PROJECT LIMITS D
19 British American Blvd. W, Latham NY 12110 P: 518-782-0882| F: 518-782-0973| jmt.com
PROJ No.:20-03861 DATE: 4/22/2021 SCALE: N.T.S. FIGURE: 9 page16
Traffic Impact Study Table 6. HCM AM Peak Hour Intersection Level of Service and Delay (s/veh) & V/C2
Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS 1 Delay V/C T C 20.7 0.37 C 22.0 0.41 C 22.7 0.46 C 22.7 0.46 C 28.7 0.63 EB R B 13.8 0.54 B 14.3 0.57 B 14.3 0.57 B 14.3 0.57 B 17.7 0.71 Approach B 16.6 B 17.4 B 17.9 B 17.9 C 22.3 L C 27.9 0.71 C 28.5 0.72 C 28.3 0.72 C 28.3 0.72 C 33.6 0.82 WB T A 5.9 0.32 A 6.5 0.35 A 7.9 0.38 A 7.9 0.38 A 9.5 0.48 Approach B 13.4 B 13.9 B 14.3 B 14.3 B 17.2 NYS Route 31 & L C 28.9 0.29 C 28.0 0.30 C 27.9 0.29 C 27.9 0.29 C 24.6 0.27 NYS Route 481 NB R C 31.3 0.10 C 31.3 0.10 C 31.6 0.17 C 31.6 0.17 C 32.8 0.40 SB/Soule Rd Approach C 30.4 C 30.0 C 30.2 C 30.2 C 29.6 L C 20.5 0.39 B 19.7 0.38 B 19.9 0.42 B 19.9 0.42 B 17.3 0.42 T C 33.9 0.24 C 34.0 0.24 C 34.0 0.24 C 34.0 0.24 C 34.1 0.28 SB R C 33.2 0.05 C 33.2 0.06 C 33.2 0.06 C 33.2 0.06 C 33.2 0.07 Approach C 25.0 C 24.5 C 24.4 C 24.4 C 22.7 Intersection Overall B 18.0 0.61 B 18.4 0.64 B 18.7 0.64 B 18.7 0.64 C 21.3 0.77 L A 3.4 0.23 A 3.0 0.25 A 2.7 0.26 A 2.7 0.26 A 3.5 0.34 EB T A 2.9 0.27 A 2.7 0.28 A 2.5 0.31 A 2.5 0.31 A 2.7 0.36 Approach A 3.0 A 2.7 A 2.5 A 2.5 A 2.9 T A 6.0 0.28 A 6.2 0.29 A 6.4 0.32 A 6.4 0.32 A 7.1 0.38 WB R A 2.3 0.10 A 2.3 0.11 A 2.4 0.12 A 2.4 0.12 A 2.5 0.14 NYS Route 31 & Approach A 5.2 A 5.4 A 5.5 A 5.5 A 6.1 NYS Route 481 NB L D 35.8 0.63 D 35.6 0.64 D 35.6 0.64 D 35.6 0.64 D 35.7 0.67 LT D 35.8 0.63 D 35.9 0.64 D 35.9 0.64 D 35.9 0.64 D 36.1 0.67 NB R C 29.0 0.03 C 28.7 0.03 C 28.7 0.03 C 28.7 0.03 C 27.7 0.04 Approach C 34.9 C 34.9 C 34.9 C 34.9 C 34.9 Intersection Overall A 9.8 0.36 A 9.7 0.37 A 9.2 0.40 A 9.2 0.40 A 9.7 0.46 T A 0.7 0.26 A 0.7 0.27 A 0.7 0.29 A 0.7 0.29 A 0.8 0.34 EB R A 0.0 0.02 A 0.0 0.02 A 0.0 0.02 A 0.0 0.02 A 0.0 0.02 Approach A 0.7 A 0.7 A 0.7 A 0.7 A 0.7 NYS Route 31 & L A 0.7 0.01 A 0.7 0.01 A 0.8 0.01 A 0.8 0.01 A 1.0 0.02 Marketfair Plaza WB T A 0.9 0.24 A 0.9 0.25 A 1.0 0.27 A 1.0 0.27 A 1.0 0.31 Approach A 0.9 A 0.9 A 1.0 A 1.0 A 1.0 L D 38.0 0.15 D 38.0 0.15 D 38.0 0.15 D 38.0 0.15 D 38.0 0.19 NB R D 35.7 0.00 D 35.7 0.00 D 35.7 0.00 D 35.7 0.00 D 35.6 0.00
Traffic Impact Study
Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS 1 Delay V/C Approach D 37.6 D 37.6 D 37.6 D 37.6 D 37.7 Intersection Overall A 1.1 0.26 A 1.1 0.27 A 1.1 0.30 A 1.1 0.30 A 1.2 0.34 L D 46.5 0.22 D 46.2 0.22 D 46.1 0.22 D 46.1 0.22 D 43.5 0.21 EB TR A 0.5 0.23 A 0.5 0.24 A 0.5 0.26 A 0.5 0.26 A 0.5 0.30 Approach A 3.4 A 3.3 A 3.1 A 3.1 A 3.0 L A A 0.0 0.00 A 0.0 0.00 A 0.0 0.00 A 0.0 0.00 T A 1.6 0.29 A 1.5 0.30 A 1.5 0.33 A 1.5 0.33 A 1.8 0.38 NYS Route 31 & WB R A 2.4 0.01 A 2.4 0.01 A 2.4 0.01 A 2.4 0.01 A 2.7 0.01 Mall West/ Approach A 1.6 A 1.6 A 1.5 A 1.5 A 1.8 Water Board Lane NB LTR (Approach) A 0.0 0.00 A 0.0 0.00 A 0.0 0.00 A 0.0 0.00 A 0.0 0.00 LT D 37.3 0.15 D 37.3 0.15 D 37.3 0.15 D 37.3 0.15 D 37.3 0.17 SB R C 32.8 0.08 C 32.8 0.08 C 32.8 0.08 C 32.8 0.08 C 31.7 0.08 Approach C 34.3 C 34.3 C 34.3 C 34.3 C 33.5 Intersection Overall A 3.2 0.30 A 3.2 0.32 A 2.9 0.35 A 2.9 0.35 A 3.1 0.40 L A 2.9 0.02 A 3.3 0.02 A 3.2 0.02 A 3.2 0.02 A 5.2 0.03 EB TR A 3.5 0.24 A 3.8 0.26 A 3.7 0.28 A 3.7 0.28 A 5.7 0.33 Approach A 3.5 A 3.8 A 3.6 A 3.6 A 5.7 L A 4.7 0.06 A 4.8 0.06 A 4.8 0.07 A 4.8 0.07 A 5.6 0.09 WB TR A 5.6 0.28 A 5.7 0.29 A 5.9 0.32 A 5.9 0.32 A 7.0 0.38 NYS Route 31 & Approach A 5.6 A 5.7 A 5.9 A 5.9 A 6.9 Mall East/ L C 34.7 0.42 C 34.6 0.43 C 34.6 0.43 C 34.6 0.43 C 34.5 0.48 Lazy B Furniture NB TR C 32.6 0.03 C 32.5 0.03 C 32.5 0.03 C 32.5 0.03 C 32.1 0.04 Approach C 33.7 C 33.6 C 33.6 C 33.6 C 33.4 LT C 32.6 0.02 C 32.5 0.01 C 32.5 0.01 C 32.5 0.01 C 32.0 0.01 SB R C 30.0 0.01 C 29.9 0.01 C 29.9 0.01 C 29.9 0.01 C 28.6 0.01 Approach C 30.2 C 30.1 C 30.1 C 30.1 C 28.9 Intersection Overall A 7.2 0.30 A 7.3 0.32 A 7.1 0.34 A 7.1 0.34 A 8.5 0.40 L C 23.5 0.18 C 24.0 0.19 C 24.4 0.18 C 24.4 0.18 C 25.3 0.22 T C 28.5 0.48 C 29.3 0.50 C 31.8 0.56 C 31.8 0.56 C 34.2 0.62 EB NYS Route 31 & R B 18.7 0.11 B 19.0 0.11 C 20.3 0.11 C 20.3 0.11 C 21.0 0.13 Morgan Road Approach C 25.0 C 25.6 C 28.0 C 28.0 C 29.7 L C 21.6 0.28 C 22.1 0.29 C 22.0 0.47 C 22.0 0.47 C 24.2 0.55 WB TR C 26.1 0.41 C 26.8 0.41 C 27.8 0.45 C 27.8 0.45 C 29.7 0.50
Traffic Impact Study
Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS 1 Delay V/C Approach C 25.3 C 25.9 C 26.4 C 26.4 C 28.4 L B 18.9 0.44 B 19.0 0.46 C 21.5 0.50 C 21.5 0.50 C 24.3 0.66 T C 22.6 0.12 C 22.6 0.12 C 25.0 0.13 C 25.0 0.13 C 21.0 0.12 NB R B 18.4 0.04 B 18.4 0.04 B 19.2 0.07 B 19.2 0.07 B 15.8 0.08 Approach B 19.7 B 19.7 C 21.3 C 21.3 C 20.8 L B 12.5 0.11 B 12.5 0.12 B 14.5 0.12 B 14.5 0.12 B 19.3 0.16 SB TR C 28.9 0.69 C 29.4 0.70 C 32.9 0.71 C 32.9 0.71 D 40.9 0.82 Approach C 26.3 C 26.8 C 30.0 C 30.0 D 37.6 Intersection Overall C 24.6 0.55 C 25.1 0.57 C 27.0 0.61 C 27.0 0.61 C 29.8 0.71 L B 11.9 0.01 B 12.1 0.02 B 12.6 0.02 B 10.1 0.02 B 10.7 0.02 EB TR B 18.6 0.58 B 19.2 0.60 C 23.3 0.70 B 18.6 0.67 C 21.9 0.73 Approach B 18.5 B 19.1 C 23.2 B 18.5 C 21.8 L A 8.2 0.30 A 8.6 0.31 B 12.0 0.49 A 9.0 0.44 B 12.9 0.56 WB TR B 11.3 0.36 B 11.6 0.37 B 13.2 0.47 B 10.3 0.45 B 11.5 0.49 NYS Route 31 & Approach B 10.4 B 10.8 B 12.9 A 10.0 B 11.9 Henry Clay Blvd L - - - - - - - - - D 36.4 0.60 D 50.6 0.74 NB TR - - - - - - - - - C 29.4 0.20 C 32.4 0.25 Approach C 31.8 0.65 C 33.8 0.68 D 46.8 0.79 C 32.4 0.78 D 40.3 0.90 SB LTR (Approach) C 25.8 0.40 C 26.5 0.40 C 30.9 0.39 C 32.1 0.51 D 36.0 0.55 Intersection Overall B 18.5 0.57 B 19.3 0.59 C 23.5 0.71 B 18.6 0.63 C 22.2 0.72 EB LTR (Approach) A 4.5 0.37 A 4.5 0.38 A 6.5 0.57 A 6.5 0.57 A 7.0 0.62 WB LTR (Approach) A 4.3 0.34 A 4.3 0.35 A 5.5 0.47 A 5.5 0.47 A 5.7 0.51 NYS Route 31 & NB LTR (Approach) B 15.4 0.31 B 15.7 0.31 B 16.6 0.31 B 16.6 0.31 B 18.0 0.35 Caughdenoy Road SB LTR (Approach) B 16.0 0.37 B 16.2 0.38 B 16.5 0.30 B 16.5 0.30 B 18.1 0.36 Intersection Overall A 6.5 0.37 A 6.5 0.38 A 8.1 0.51 A 8.1 0.51 A 8.7 0.56 L A 5.5 0.01 A 5.5 0.01 A 4.6 0.01 A 4.6 0.01 A 5.1 0.01 EB TR A 9.8 0.59 A 9.9 0.60 B 12.4 0.75 B 12.4 0.75 B 16.0 0.82 Approach A 9.8 A 9.9 B 12.4 B 12.4 B 16.0 NYS Route 31 & L A 5.0 0.09 A 5.1 0.10 A 6.9 0.13 A 6.9 0.13 B 10.3 0.18 Legionnaire Dr/ WB TR A 6.5 0.30 A 6.5 0.31 A 6.2 0.45 A 6.2 0.45 A 7.0 0.48 Lawton Rd Approach A 6.3 A 6.4 A 6.3 A 6.3 A 7.2 L C 22.4 0.17 C 22.6 0.17 C 32.3 0.22 C 32.3 0.22 D 35.4 0.22 NB TR C 21.8 0.07 C 22.0 0.07 C 31.2 0.07 C 31.2 0.07 C 34.3 0.08
Traffic Impact Study
Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS 1 Delay V/C Approach C 21.9 C 22.1 C 31.5 C 31.5 C 34.6 L C 23.7 0.34 C 23.9 0.35 C 34.6 0.44 C 34.6 0.44 D 37.6 0.43 SB TR C 21.7 0.05 C 21.8 0.05 C 31.1 0.06 C 31.1 0.06 C 34.2 0.06 Approach C 23.2 C 23.4 C 33.8 C 33.8 D 36.8 Intersection Overall B 10.9 0.52 B 11.0 0.53 B 12.6 0.67 B 12.6 0.67 B 15.3 0.73 L A 9.3 0.07 A 9.6 0.07 A 9.4 0.08 D 53.0 0.49 D 51.5 0.46 EB TR B 13.5 0.37 B 13.9 0.38 B 15.7 0.52 B 15.4 0.52 C 20.4 0.63 Approach B 13.3 B 13.7 B 15.5 B 16.7 C 21.6 L A 5.9 0.46 A 6.2 0.47 A 8.4 0.57 D 42.3 0.58 D 43.6 0.62 WB TR A 4.9 0.19 A 4.9 0.20 A 5.9 0.28 A 7.0 0.30 A 8.7 0.36 Approach A 5.3 A 5.3 A 6.6 B 17.0 B 18.9 NYS Route 31 & L D 45.9 0.12 D 45.9 0.12 D 46.6 0.31 D 46.2 0.30 D 45.2 0.29 US Route 11 T D 48.1 0.19 D 48.2 0.20 D 49.5 0.27 D 49.5 0.27 D 49.7 0.30 NB R D 42.7 0.59 D 42.2 0.58 D 41.9 0.58 D 43.4 0.60 D 44.8 0.66 Approach D 43.6 D 43.2 D 43.6 D 44.6 D 45.5 L D 39.2 0.43 D 39.3 0.44 D 41.8 0.49 D 41.4 0.47 D 37.0 0.42 SB TR D 43.3 0.15 D 43.3 0.15 D 46.1 0.21 D 46.1 0.21 D 43.5 0.19 Approach D 41.1 D 41.2 D 43.9 D 43.7 D 40.2 Intersection Overall B 16.5 0.49 B 16.7 0.51 B 17.3 0.58 C 21.8 0.54 C 24.6 0.61 EB TR (Approach) D 43.3 0.87 D 44.2 0.89 F 89.6 1.10 C 25.2 0.84 C 32.2 0.94 L C 28.0 0.93 C 32.5 0.96 C 34.9 0.97 B 14.8 0.66 B 17.2 0.81 WB T A 3.1 0.20 A 3.1 0.21 A 2.2 0.27 A 2.4 0.29 A 2.5 0.33 NYS Route 31 & Approach B 17.4 C 20.1 B 18.9 A 8.8 B 10.1 I-81 SB Ramps LT E 74.0 0.81 E 77.4 0.83 E 77.4 0.83 D 54.6 0.68 D 54.5 0.70 SB R D 46.1 0.09 D 46.1 0.09 D 46.2 0.10 D 44.2 0.10 D 43.1 0.12 Approach E 59.7 E 61.4 E 60.3 D 49.0 D 48.3 Intersection Overall C 31.5 0.95 C 33.4 0.98 D 51.3 1.00 B 19.2 0.74 C 22.5 0.86 L A 4.1 0.21 A 4.1 0.21 C 22.6 0.31 A 7.2 0.31 A 8.9 0.39 EB T A 1.3 0.19 A 1.4 0.20 A 7.3 0.24 A 2.9 0.24 A 3.1 0.28 NYS Route 31 & Approach A 1.8 A 1.8 A 10.0 A 3.6 A 4.1 I-81 NB Ramps WB TR (Approach) B 19.1 0.61 B 19.5 0.63 C 24.1 0.71 B 19.6 0.65 C 25.4 0.79 /Pardee Road L D 45.8 0.55 D 45.9 0.56 D 51.0 0.78 D 40.2 0.45 D 39.4 0.46 NB T D 41.8 0.17 D 41.7 0.17 D 35.3 0.12 D 37.7 0.13 D 36.8 0.14
Traffic Impact Study
Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS 1 Delay V/C R D 42.3 0.23 D 42.1 0.24 D 36.3 0.24 D 47.3 0.73 D 50.9 0.80 Approach D 43.1 D 43.1 D 42.3 D 43.9 D 45.6 SB R (Approach) D 39.8 0.54 D 40.2 0.55 D 45.4 0.63 D 51.7 0.71 D 53.4 0.76 Intersection Overall C 20.9 0.59 C 21.2 0.60 C 26.0 0.71 C 23.1 0.68 C 26.3 0.78 NYS Route 31 & EB L A 2.0 0.19 B 10.2 0.20 B 10.6 0.23 B 10.6 0.23 B 12.1 0.30 Lakeshore Road SB R F 252.8 1.48 F 284.2 1.55 F 350.4 1.70 F 350.4 1.70 F 656.2 2.38 (unsignalized)7 Intersection Overall F 252.8 1.48 F 284.2 1.55 F 350.4 1.70 F 350.4 1.70 F 656.2 2.38 Caughdenoy Road/ EB LT A 0.2 0.00 A 0.2 0.00 A 0.2 0.00 A 0.2 0.00 A 0.3 0.00 Maple Rd & NYS Route NB LR A 9.4 0.05 A 9.4 0.05 A 10.0 0.12 A 10.0 0.12 B 10.2 0.13 481 Off Ramp SB LTR B 10.6 0.18 B 10.7 0.19 B 11.4 0.20 B 11.4 0.20 B 12.2 0.24 (unsignalized)7 Intersection Overall B 10.6 0.18 B 10.7 0.19 B 11.4 0.20 B 11.4 0.20 B 12.2 0.24 L - - - - - - B 10.5 0.05 B 10.5 0.05 B 10.7 0.06 Caughdenoy Road & WB R - - - - - - A 8.8 0.06 A 8.8 0.06 A 8.9 0.06 Entrance 1 Approach - - - - - - A 9.5 A 9.5 A 9.6 (unsignalized)1 SB L - - - - - - A 7.6 0.04 A 7.6 0.04 A 7.6 0.04 Intersection Overall - - - - - - A 9.5 A 9.5 B 10.7 L - - - - - - B 10.4 0.48 B 10.4 0.48 B 10.9 0.52 EB T - - - - - - B 11.4 0.61 B 11.4 0.61 B 12.3 0.66 Approach - - - - - - B 11.1 B 11.1 B 11.9 T - - - - - - A 9.8 0.48 A 9.8 0.48 B 10.2 0.52 NYS Route 31 & WB R - - - - - - A 8.1 0.16 A 8.1 0.16 A 8.0 0.16 Entrance 2 Approach - - - - - - A 9.2 A 9.2 A 9.5 L - - - - - - B 14.3 0.56 B 14.3 0.56 B 16.0 0.57 SB R - - - - - - B 11.2 0.09 B 11.2 0.09 B 12.5 0.09 Approach - - - - - - B 13.3 B 13.3 B 14.9 Intersection Overall - - - - - - B 10.9 0.58 B 10.9 0.58 B 11.7 0.62
Traffic Impact Study Table 7. HCM PM Peak Hour Intersection Level of Service and Delay (s/veh)
Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C T C 33.7 0.76 D 35.1 0.79 D 36.9 0.83 D 36.9 0.83 D 51.9 0.97 EB R C 20.5 0.67 C 21.4 0.70 C 21.4 0.70 C 21.4 0.70 C 28.9 0.84 Approach C 28.2 C 29.4 C 30.6 C 30.6 D 42.5 L C 30.4 0.86 C 30.4 0.88 C 29.2 0.88 C 29.2 0.88 D 35.3 1.00 WB T A 6.4 0.72 A 6.4 0.74 A 6.8 0.77 A 6.8 0.77 A 7.3 0.88 Approach B 12.9 B 12.9 B 12.7 B 12.7 B 14.7 NYS Route 31 & L D 51.3 0.78 D 53.3 0.80 D 53.3 0.80 D 53.3 0.80 E 73.4 0.93 NYS Route 481 NB R D 35.3 0.29 D 35.4 0.31 D 35.4 0.31 D 35.4 0.31 D 35.7 0.39 SB/Soule Rd Approach D 44.8 D 46.0 0.33 D 46.0 D 46.0 E 58.1 L C 26.5 0.32 C 26.4 C 26.7 0.36 C 26.7 0.36 C 27.3 0.42 T D 43.8 0.44 D 43.9 0.45 D 43.9 0.45 D 43.9 0.45 D 44.5 0.51 SB R D 42.0 0.11 D 42.0 0.12 D 42.0 0.12 D 42.0 0.12 D 42.1 0.13 Approach D 35.8 D 35.8 D 35.6 D 35.6 D 36.0 Intersection Overall C 23.5 0.77 C 24.0 0.79 C 24.4 0.80 C 24.4 0.80 C 30.6 0.93 L B 19.5 0.79 C 24.4 0.83 C 26.2 0.85 C 26.2 0.85 D 50.6 0.99 EB T B 11.9 0.54 B 12.4 0.56 B 12.6 0.60 B 12.6 0.60 B 17.1 0.73 Approach B 13.2 B 14.4 B 14.8 B 14.8 C 22.6 T C 24.1 0.72 C 25.6 0.75 C 24.5 0.79 C 24.5 0.79 D 49.4 1.00 WB R B 19.0 0.17 B 19.8 0.17 B 15.3 0.18 B 15.3 0.18 C 26.1 0.21 NYS Route 31 & Approach C 23.0 C 24.4 C 22.5 C 22.5 D 44.4 NYS Route 481 NB L D 46.9 0.91 D 48.0 0.91 D 48.0 0.91 D 48.0 0.91 E 57.3 0.97 LT D 47.1 0.91 D 48.0 0.91 D 48.0 0.91 D 48.0 0.91 E 57.6 0.97 NB R C 23.8 0.38 C 23.5 0.38 C 23.5 0.38 C 23.5 0.38 C 21.9 0.42 Approach D 42.4 D 43.1 D 43.1 D 43.1 D 50.4 Intersection Overall C 26.7 0.85 C 27.8 0.88 C 27.0 0.90 C 27.0 0.90 D 39.3 1.00 T A 2.7 0.49 A 2.9 0.50 A 3.4 0.53 A 3.4 0.53 A 3.9 0.62 EB R A 0.3 0.07 A 0.8 0.07 A 0.8 0.07 A 0.8 0.07 A 0.3 0.08 Approach A 2.5 A 2.7 A 3.2 A 3.2 A 3.6 NYS Route 31 & L A 4.0 0.13 A 4.2 0.14 A 5.8 0.15 A 5.8 0.15 A 6.9 0.22 Marketfair Plaza WB T A 2.5 0.40 A 2.6 0.41 A 3.2 0.43 A 3.2 0.43 A 3.3 0.51 Approach A 2.6 A 2.6 A 3.3 A 3.3 A 3.5 L D 50.0 0.65 D 50.1 0.66 D 50.1 0.66 D 50.1 0.66 D 50.7 0.69 NB R D 37.4 0.02 D 37.3 0.02 D 37.3 0.04 D 37.3 0.04 D 36.3 0.11
Traffic Impact Study
Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C Approach D 46.0 D 46.0 D 46.1 D 46.1 D 46.2 Intersection Overall A 5.2 0.51 A 5.3 0.53 A 5.8 0.55 A 5.8 0.55 A 6.1 0.64 L D 48.7 0.59 D 48.4 0.60 D 47.6 0.60 D 47.6 0.60 D 44.7 0.64 EB TR A 0.7 0.39 A 0.7 0.40 A 2.0 0.42 A 2.0 0.42 A 3.8 0.49 Approach B 10.9 B 10.7 B 11.2 B 11.2 B 12.1 L A 0.0 0.00 A 0.0 0.00 A 0.0 0.00 A 0.0 0.00 A 0.0 0.00 T A 9.8 0.48 A 10.0 0.49 B 10.3 0.52 B 10.3 0.52 B 11.8 0.62 NYS Route 31 & WB R A 1.1 0.03 A 1.1 0.03 A 0.8 0.03 A 0.8 0.03 A 1.1 0.04 Mall West/ Approach A 9.4 A 9.5 A 9.9 A 9.9 B 11.4 Water Board Lane NB LTR (Approach) D 48.4 0.03 D 48.4 0.03 D 48.4 0.03 D 48.4 0.03 D 48.4 0.03 LT D 45.0 0.35 D 45.0 0.36 D 45.0 0.36 D 45.0 0.36 D 45.0 0.40 SB R C 35.0 0.43 C 34.9 0.43 C 34.9 0.43 C 34.9 0.43 C 34.1 0.47 Approach D 36.5 D 36.5 D 36.5 D 36.5 D 35.8 Intersection Overall B 13.2 0.48 B 13.1 0.49 B 13.3 0.52 B 13.3 0.52 B 14.3 0.59 L A 0.7 0.09 A 0.8 0.10 A 0.6 0.11 A 0.6 0.11 A 0.8 0.15 EB TR A 0.9 0.36 A 1.0 0.37 A 0.9 0.40 A 0.9 0.40 A 1.1 0.46 Approach A 0.9 A 1.0 A 0.9 A 0.9 A 1.1 L A 4.3 0.04 A 4.3 0.04 A 4.4 0.05 A 4.4 0.05 A 4.8 0.07 WB TR A 5.9 0.38 A 6.0 0.40 A 6.2 0.42 A 6.2 0.42 A 7.0 0.49 NYS Route 31 & Approach A 5.9 A 6.0 A 6.2 A 6.2 A 7.0 Mall East/ L D 44.9 0.38 D 44.8 0.38 D 44.8 0.38 D 44.8 0.38 D 44.8 0.42 Lazy B Furniture NB TR D 43.0 0.04 D 42.9 0.04 D 42.9 0.04 D 42.9 0.04 D 42.5 0.05 Approach D 44.1 D 44.0 D 44.0 D 44.0 D 43.8 LT D 44.6 0.33 D 44.5 0.34 D 44.5 0.34 D 44.5 0.34 D 44.3 0.36 SB R D 38.3 0.03 D 38.3 0.03 D 38.3 0.04 D 38.3 0.04 D 37.9 0.03 Approach D 40.5 D 40.4 D 40.4 D 40.4 D 40.0 Intersection Overall A 6.2 0.39 A 6.2 0.40 A 6.1 0.43 A 6.1 0.43 A 6.6 0.49 L C 26.4 0.76 C 30.4 0.80 C 34.7 0.82 C 34.7 0.82 D 51.9 0.91 T C 24.2 0.39 C 25.9 0.43 C 28.1 0.50 C 28.1 0.50 C 29.5 0.55 EB R B 13.5 0.16 B 14.5 0.17 B 14.9 0.17 B 14.9 0.17 B 14.7 0.19 NYS Route 31 & Approach C 21.8 C 23.9 C 26.3 C 26.3 C 31.2 Morgan Road L C 23.9 0.31 C 23.4 0.30 C 24.3 0.46 C 24.3 0.46 C 26.6 0.54 WB TR C 32.7 0.66 C 34.5 0.70 D 38.9 0.79 D 38.9 0.79 D 49.4 0.90 Approach C 31.5 C 32.9 D 36.3 D 36.3 D 45.5
Traffic Impact Study
Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C L C 25.1 0.70 C 25.2 0.72 C 25.0 0.70 C 25.0 0.70 D 41.3 0.87 T C 25.7 0.36 C 25.3 0.36 C 25.1 0.35 C 25.1 0.35 C 28.1 0.42 NB R B 19.2 0.05 B 17.9 0.05 B 17.1 0.08 B 17.1 0.08 B 18.9 0.09 Approach C 24.5 C 24.3 C 23.5 C 23.5 C 32.7 L C 26.6 0.12 C 26.3 0.12 C 28.0 0.13 C 28.0 0.13 C 30.0 0.15 SB TR C 34.4 0.49 C 34.2 0.51 D 35.9 0.52 D 35.9 0.52 D 43.1 0.66 Approach C 33.2 C 33.0 C 34.6 C 34.6 D 41.1 Intersection Overall C 26.2 0.79 C 27.4 0.82 C 29.4 0.82 C 29.4 0.82 D 36.6 0.95 L B 17.2 0.08 B 17.7 0.09 C 20.2 0.12 B 11.0 0.08 B 12.6 0.10 EB TR C 32.6 0.77 C 34.0 0.79 D 46.0 0.90 C 23.3 0.76 C 27.9 0.83 Approach C 31.9 C 33.3 D 45.0 C 22.9 C 27.3 L B 18.1 0.34 B 18.8 0.36 D 39.6 0.76 B 12.9 0.42 B 19.3 0.59 WB TR C 24.5 0.59 C 25.2 0.60 C 30.2 0.71 B 16.4 0.59 B 18.7 0.65 NYS Route 31 & Approach C 23.5 C 24.2 C 31.8 B 15.8 B 18.8 Henry Clay Blvd L - - - - - - - - - D 36.6 0.66 D 40.7 0.68 NB TR - - - - - - - - - D 39.6 0.74 D 50.1 0.83 Approach D 43.8 0.87 D 46.3 0.89 E 60.5 0.95 D 38.5 D 46.5 SB LTR (Approach) C 20.8 0.08 C 21.2 0.08 C 23.5 0.08 C 27.9 0.13 C 31.3 0.18 Intersection Overall C 32.3 0.79 C 33.8 0.81 D 43.9 0.91 C 24.7 0.73 C 29.7 0.81 EB LTR (Approach) A 4.7 0.48 A 4.8 0.49 A 7.8 0.67 A 7.8 0.67 A 9.6 0.74 WB LTR (Approach) A 4.6 0.45 A 4.6 0.46 A 6.2 0.57 A 6.2 0.57 A 7.1 0.64 NYS Route 31 & NB LTR (Approach) B 18.6 0.43 B 18.8 0.44 B 19.8 0.44 B 19.8 0.44 C 22.1 0.52 Caughdenoy Road SB LTR (Approach) B 17.1 0.21 B 17.2 0.20 B 18.1 0.18 B 18.1 0.18 B 19.5 0.21 Intersection Overall A 6.4 0.47 A 6.4 0.48 A 8.8 0.62 A 8.8 0.62 B 10.2 0.70 L A 8.4 0.02 A 8.5 0.02 A 7.6 0.02 A 7.6 0.02 A 8.2 0.03 EB TR B 13.0 0.55 B 13.3 0.56 B 15.9 0.72 B 15.9 0.72 B 18.5 0.77 Approach B 13.0 B 13.2 B 15.8 B 15.8 B 18.4 L A 4.6 0.27 A 4.7 0.28 A 7.8 0.37 A 7.8 0.37 B 10.9 0.48 NYS Route 31 & WB TR A 7.9 0.49 A 8.0 0.50 A 8.8 0.62 A 8.8 0.62 B 10.2 0.68 Legionnaire Dr/ Approach A 7.2 A 7.3 A 8.7 A 8.7 B 10.3 Lawton Rd L C 25.4 0.21 C 25.6 0.22 C 33.0 0.24 C 33.0 0.24 D 35.8 0.26 NB TR C 24.4 0.06 C 24.6 0.06 C 31.7 0.06 C 31.7 0.06 C 34.3 0.07 Approach C 24.8 C 24.9 C 32.1 C 32.1 C 34.8 SB L C 30.2 0.56 C 30.8 0.57 D 41.6 0.63 D 41.6 0.63 D 51.7 0.72
Traffic Impact Study
Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C TR C 24.8 0.13 C 25.0 0.14 C 32.2 0.15 C 32.2 0.15 C 34.9 0.17 Approach C 28.3 C 28.7 D 38.2 D 38.2 D 45.5 Intersection Overall B 12.6 0.53 B 12.8 0.54 B 15.1 0.68 B 15.1 0.68 B 17.7 0.75 L C 24.0 0.16 C 24.7 0.17 C 23.8 0.18 D 51.0 0.45 D 53.4 0.54 EB TR C 32.6 0.51 C 33.9 0.53 D 38.2 0.74 C 31.4 0.64 D 38.2 0.78 Approach C 31.9 C 33.2 D 37.4 C 32.5 D 39.1 L C 24.4 0.73 C 25.5 0.75 D 41.6 0.86 D 42.7 0.71 D 47.3 0.81 WB TR B 13.9 0.39 B 14.5 0.40 B 14.4 0.49 B 14.5 0.54 B 16.4 0.65 Approach B 17.9 B 18.7 C 23.3 C 23.7 C 26.7 NYS Route 31 & L C 31.4 0.33 C 31.2 0.33 C 32.9 0.52 C 31.5 0.48 C 29.6 0.51 US Route 11 T D 45.8 0.72 D 45.6 0.73 D 45.8 0.73 D 45.8 0.73 D 46.9 0.78 NB R C 29.0 0.74 C 28.3 0.74 C 28.0 0.74 D 42.4 0.86 D 52.5 0.94 Approach C 34.5 C 34.1 C 34.1 D 41.8 D 47.5 L D 40.3 0.72 D 41.3 0.74 E 59.0 0.83 D 41.4 0.74 D 54.1 0.85 SB TR D 35.4 0.28 D 35.1 0.28 D 36.1 0.30 D 35.5 0.30 C 34.4 0.33 Approach D 37.3 D 37.4 D 44.6 D 37.7 D 41.8 Intersection Overall C 28.3 0.75 C 28.8 0.77 C 32.3 0.86 C 32.4 0.75 D 37.2 0.86 EB TR (Approach) D 36.8 0.88 D 37.4 0.89 D 38.5 0.95 B 19.1 0.78 C 22.8 0.89 L D 51.1 0.50 D 52.1 0.52 E 65.8 0.59 C 20.5 0.45 B 17.9 0.54 WB T A 1.0 0.34 A 1.0 0.35 A 2.9 0.40 A 5.1 0.42 A 7.3 0.48 NYS Route 31 & Approach B 13.9 B 14.2 B 17.4 A 8.6 A 9.7 I-81 SB Ramps LT E 55.1 0.69 E 55.7 0.70 E 55.7 0.70 D 53.7 0.68 D 54.4 0.71 SB R D 44.0 0.08 D 43.9 0.08 D 44.0 0.09 D 43.7 0.09 D 44.1 0.32 Approach D 50.0 D 50.3 D 49.9 D 48.7 D 49.4 Intersection Overall C 27.1 0.70 C 27.5 0.71 C 29.6 0.79 B 16.8 0.68 B 19.1 0.78 L D 47.4 0.93 D 51.1 0.95 F 53.2 1.02 C 29.9 0.86 D 43.6 0.95 EB T A 7.1 0.44 A 7.3 0.46 A 5.6 0.48 A 5.1 0.41 A 6.4 0.50 Approach B 17.3 B 18.5 B 17.8 B 11.5 B 15.9 NYS Route 31 & WB TR (Approach) D 44.0 0.89 D 48.1 0.92 D 54.0 0.96 C 30.0 0.76 D 50.7 0.97 I-81 NB Ramps L C 25.2 0.53 C 24.9 0.53 C 29.3 0.70 C 32.1 0.50 C 30.4 0.51 /Pardee Road T C 20.8 0.15 C 20.5 0.15 C 20.5 0.15 C 29.1 0.21 C 27.2 0.22 NB R E 60.8 0.97 E 65.6 0.99 E 69.2 1.00 D 46.2 0.87 D 51.2 0.93 Approach D 45.9 D 48.6 D 50.1 D 39.4 D 41.5 SB R (Approach) D 43.6 0.38 D 43.7 0.39 D 43.7 0.39 D 41.3 0.34 D 40.4 0.37
Traffic Impact Study
Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C Intersection Overall D 35.9 0.96 D 38.5 0.98 F 40.7 1.02 C 27.5 0.88 D 36.0 0.96 NYS Route 31 & EB L B 10.6 0.81 D 34.9 0.86 E 44.1 0.92 E 44.1 0.92 F 208.8 1.38 Lakeshore Road SB R F 125.7 1.12 F 150.7 1.18 F 206.1 1.32 F 206.1 1.32 F 559.5 2.12 (unsignalized)1 Intersection Overall F 125.7 1.12 F 150.7 1.18 F 206.1 1.32 F 206.1 1.32 F 559.5 2.12 Caughdenoy Road/ EB LT A 8.4 A 8.4 A 8.6 A 8.6 A 8.9 Maple Rd & NYS NB LR A 8.1 A 8.1 A 8.5 A 8.5 A 9.0 Route 481 Off Ramp SB LTR A 8.4 A 8.3 A 8.4 A 8.4 A 8.7 (unsignalized)1 Intersection Overall A 8.4 A 8.4 A 8.6 A 8.6 A 9.0 L - - - - - - B 10.6 0.05 B 10.6 0.05 B 10.8 0.05 Caughdenoy Road & WB R - - - - - - A 9.1 0.06 A 9.1 0.06 A 9.2 0.06 Entrance 1 Approach - - - - - - A 9.7 A 9.7 A 9.8 (unsignalized)1 SB L - - - - - - A 7.7 0.04 A 7.7 0.04 A 7.8 0.04 Intersection Overall - - - - - - A 9.7 A 9.7 A 9.8 L - - - - - - B 10.3 0.52 B 10.3 0.52 B 13.6 0.61 EB T - - - - - - B 10.1 0.59 B 10.1 0.59 B 11.2 0.64 Approach - - - - - - B 10.1 B 10.1 B 11.7 T - - - - - - B 10.2 0.60 B 10.2 0.60 B 11.5 0.66 NYS Route 31 & WB R - - - - - - A 7.1 0.14 A 7.1 0.14 A 7.1 0.14 Entrance 2 Approach - - - - - - A 9.4 A 9.4 B 10.4 L - - - - - - B 17.3 0.57 B 17.3 0.57 B 19.3 0.57 SB R - - - - - - B 13.6 0.09 B 13.6 0.09 B 15.3 0.09 Approach - - - - - - B 16.0 B 16.0 B 18.0 Intersection Overall - - - - - - B 11.1 0.59 B 11.1 0.59 B 12.3 0.63 1 Signalized and Unsignalized follow different LOS and Delay results. See TIS Section 5n for more information. Worst approach delay and LOS reported as the overall unsignalized intersection operation.
2 Volume to Capacity (V/C) Ratio; LOS F when V/C > 1 Legend LOS A – C
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Traffic Impact Study Table 8. AM Peak Hour SimTraffic 95% Queues (feet)1
Storage 2021 2024 Proposed Storage Background Background Intersection Approach Lane Group Background Length Existing Background Length 2 Development Development Development Build Build T - 190 200 215 - 230 265 EB R - 200 215 215 - 215 290 NYS Route 31 L 340 140 140 145 - 135 170 WB & T - 135 145 150 - 150 175 NYS Route L 260 95 95 100 - 105 100 NB 481 SB/Soule R - 75 75 80 - 80 90 Rd L 300 170 170 195 - 180 200 SB T - 70 70 90 - 75 80 R 150 55 60 55 - 65 70 L 150 80 85 90 - 90 100 EB T - 110 110 110 - 110 115 NYS Route 31 T - 125 130 130 - 135 150 & WB R 330 45 50 55 - 50 60 NYS Route L 350 155 160 155 - 160 175
NB LT - 190 195 195 - 195 210 R 220 55 60 65 - 65 65 T - 10 10 10 - 10 10 EB NYS Route 31 R 250 0 0 0 - 0 0 & L 150 20 20 20 - 20 20 WB Marketfair T - 20 25 25 - 25 30 Plaza L - 25 30 30 - 30 30 NB R - 10 10 10 - 10 10 L 330 35 35 35 - 35 40 NYS Route 31 EB TR - 15 10 15 - 15 15 & L 150 0 0 0 - 0 0 Mall West/ WB T - 60 55 60 - 55 65
Traffic Impact Study
Storage 2021 2024 Proposed Storage Background Background Intersection Approach Lane Group Background Length Existing Background Length 2 Development Development Development Build Build Water Board R 150 5 5 5 - 5 5 Lane NB LTR - 0 0 0 - 0 0 LT - 30 30 30 - 30 30 SB R - 35 40 40 - 40 45 L 300 20 20 20 - 20 25 EB TR - 95 95 110 - 105 130 NYS Route 31 L 210 35 35 40 - 35 40 & WB TR - 90 90 100 - 95 110 Mall East/ L - 85 90 85 - 80 95 Lazy B NB TR - 55 55 60 - 55 60 Furniture LT - 15 15 10 - 10 15 SB R - 40 40 40 - 40 40 L 275 60 70 80 - 70 135 EB T - 195 195 260 - 250 330 R 275 80 85 90 - 90 145 L 300 75 80 130 - 125 145 NYS Route 31 WB TR - 115 120 155 - 150 185 & L 550 120 140 140 - 145 165 Morgan Road NB T - 75 80 85 - 80 90 R 250 40 40 55 - 55 55 L 400 80 145 70 - 75 165 SB TR - 310 375 295 - 290 455 L 425 20 20 20 - 20 25 NYS Route 31 EB TR - 260 255 385 - 335 430 & L 475 95 95 140 - 135 165 Henry Clay WB TR - 155 155 205 - 180 215 Blvd NB L - - - - 300 135 175
Traffic Impact Study
Storage 2021 2024 Proposed Storage Background Background Intersection Approach Lane Group Background Length Existing Background Length 2 Development Development Development Build Build TR - 170 175 250 - 110 135 SB LTR - 120 125 140 - 145 170 NYS Route 31 EB LTR - 135 130 230 - 215 260 & WB LTR - 120 125 175 - 165 200 Caughdenoy NB LTR - 65 65 90 - 90 105 Road SB LTR - 60 60 85 - 80 90 L 250 15 15 100 - 15 30 EB TR - 175 175 3300 - 235 290 NYS Route 31 L 250 45 45 55 - 50 55 & WB TR - 95 90 160 - 135 155 Legionnaire L 130 50 50 55 - 55 55 Dr/ NB TR - 70 65 100 - 85 105 Lawton Rd L - 65 70 90 - 75 85 SB TR 175 40 35 35 - 40 40 L 225 40 40 135 - 85 120 EB TR - 295 280 >3500 - 425 965 L 500 150 150 200 450 (double left) 135 140 WB NYS Route 31 TR - 100 100 135 - 180 190 & L 190 35 30 70 - 65 65 US Route 11 NB T - 60 55 65 - 60 65 R - 180 190 175 - 190 215 L 325 115 120 110 - 115 130 SB TR - 65 70 75 - 75 80 NYS Route 31 EB TR - 170 170 >3500 - 185 185 & L 130 185 180 190 130 (double left) 200 225 WB I-81 SB T - 350 330 360 - 120 130 Ramps SB LT - 195 240 205 - 180 175
Traffic Impact Study
Storage 2021 2024 Proposed Storage Background Background Intersection Approach Lane Group Background Length Existing Background Length 2 Development Development Development Build Build R 200 100 135 120 - 110 100 L 100 50 50 90 - 75 75 EB T - 65 65 115 - 80 80 NYS Route 31 WB TR - 595 615 590 - 540 545 & L 450 155 155 290 200 (double left) 180 190
Ramps T - 110 140 135 - 85 100 NB Lane 1 = 500 /Pardee Road R 100 135 135 125 235* 270* Lane 2 = 125 SB R - 1005 990 225 - 225 240 NYS Route 31 EB L 250 90 100 95 - 115 140 & SB R - 420 440 435 - 435 355 Lakeshore Rd Caughdenoy EB LT - 0 0 0 - 5 5 Road/Maple NB LR 250 40 40 45 - 45 50 Rd & NYS Route SB LTR 50 60 65 65 - 65 70
L - - - 50 - 45 50 Caughdenoy WB R - - - 50 - 50 50 Road & NB R - - - 0 - 0 5 Entrance 1 SB L - - - 30 - 30 30 L - - - 160 - 150 165 EB T - - - 170 - 175 210 NYS Route 31 T - - - 145 - 145 165 & WB R - - - 75 - 80 85 Entrance 2 L - - - 195 - 200 215 SB R - - - 80 - 80 85 1Reported (in feet) from SimTraffic. Synchro underestimate queues in oversaturated conditions.
2Proposed storage lengths at mitigated locations only; additional locations need to be reviewed in the future.
Traffic Impact Study *NBR modeled as no right turn on red. Queues will be lower in the real world.
Table 9. PM Peak Hour SimTraffic 95% Queues (feet) 1
Storage 2024 Intersection Approach Lane Group 2021 Existing Background Storage 2024 Build 2044 Build Length Background + Dev Length 2 T - 410 425 480 - 475 670 EB R - 280 280 295 - 295 620 L 340 220 240 215 - 215 250 WB NYS Route 31 & T - 200 215 215 - 220 245 NYS Route 481 L 260 220 220 225 - 220 275 NB SB/Soule Rd R - 120 125 110 - 115 175 L 300 155 155 175 - 170 195 SB T - 100 115 120 - 130 165 R 150 130 135 145 - 145 170 L 150 170 175 175 - 180 205 EB T - 190 220 210 - 225 315 NYS Route 31 & T - 350 375 365 - 385 430 WB NYS Route 481 R 330 90 80 110 - 135 340 NB L 350 415 430 435 - 435 445 NB LT - 540 620 645 - 645 1145 R 220 355 355 355 - 355 335 T - 135 145 85 - 85 125 EB R 250 35 35 25 - 20 30 NYS Route 31 & L 150 55 60 65 - 65 170 WB Marketfair Plaza T - 120 125 105 - 135 495 L - 130 135 135 - 145 350 NB R - 45 45 50 - 50 205 L 330 130 125 125 - 125 140 NYS Route 31 & EB TR - 30 40 75 - 75 110 Mall West/ WB L 150 0 0 0 - 0 0
Traffic Impact Study
Storage 2024 Intersection Approach Lane Group 2021 Existing Background Storage 2024 Build 2044 Build Length Background + Dev Length 2 Water Board T - 170 175 170 - 180 225 Lane R 150 40 25 50 - 40 70 NB LTR - 10 5 10 - 10 10 LT - 65 70 70 - 70 75 SB R - 160 170 160 - 160 175 L 300 40 40 40 - 45 45 EB TR - 80 80 105 - 105 130 L 210 25 30 25 - 30 35 NYS Route 31 & WB TR - 135 135 150 - 145 155 Mall East/ L - 80 75 75 - 80 80 Lazy B Furniture NB TR - 45 50 50 - 50 55 LT - 65 65 70 - 65 70 SB R - 55 60 60 - 60 65 L 275 185 200 210 - 205 285 EB T - 210 220 255 - 250 330 R 275 95 100 95 - 105 130 L 300 90 100 140 - 140 185 WB NYS Route 31 & TR - 220 235 270 - 270 325 Morgan Road L 550 210 220 220 - 225 260 NB T - 150 150 160 - 160 190 R 250 45 40 50 - 50 65 L 400 55 60 60 - 65 65 SB TR - 190 195 205 - 210 270 L 425 40 70 280 - 55 120 EB TR - 360 395 890 - 430 545 NYS Route 31 & L 475 80 95 130 - 110 125 Henry Clay Blvd WB TR - 275 280 360 - 290 315 NB L - - - - 300 185 250
Traffic Impact Study
Storage 2024 Intersection Approach Lane Group 2021 Existing Background Storage 2024 Build 2044 Build Length Background + Dev Length 2 TR - 365 420 485 - 250 335 SB LTR - 55 60 60 - 70 100 EB LTR - 185 195 305 - 370 655 NYS Route 31 & WB LTR - 170 175 225 - 240 340 Caughdenoy NB LTR - 80 80 105 - 110 115 Road SB LTR - 50 50 65 - 70 70 L 250 20 20 95 - 25 90 EB TR - 195 215 1455 - 275 1110 L 250 90 90 110 - 120 125 NYS Route 31 & WB TR - 145 160 205 - 210 235 Legionnaire Dr/ L 130 55 55 60 - 60 70 Lawton Rd NB TR - 60 60 75 - 70 85 L - 90 95 140 - 105 175 SB TR 175 65 65 85 - 70 95 L 225 115 100 205 - 150 240 EB TR - 390 400 >3500 - 620 750 L 500 220 225 225 450 (double left) 180 185 WB TR - 200 205 200 - 195 210 NYS Route 31 & L 190 145 160 200 - 195 265 US Route 11 NB T - 275 290 315 - 305 640 R - 315 315 360 - 360 630 L 325 220 225 295 - 215 410 SB TR - 130 135 170 - 140 310 EB TR - 165 160 >3500 - 180 175 L 130 205 210 200 130 (double left) 125 145 NYS Route 31 & WB T - 345 335 355 - 235 275 I-81 SB Ramps LT - 170 180 190 - 170 295 SB R 200 80 90 110 - 90 170
Traffic Impact Study
Storage 2024 Intersection Approach Lane Group 2021 Existing Background Storage 2024 Build 2044 Build Length Background + Dev Length 2 L 100 175 170 175 - 165 170 EB T - 350 360 370 - 230 340 WB TR - 605 610 615 - 420 590 NYS Route 31 & L 450 465 495 580 200 (double left) 210 220 I-81 NB Ramps /Pardee Road T - 760 855 1220 - 140 365 NB Lane 1 = 500 R 100 165 170 165* 500* 545* Lane 2 = 125 SB R - 125 125 165 - 120 130 NYS Route 31 & EB L 250 320 350 370 - 365 300 Lakeshore Rd SB R - 190 245 395 - 185 435 Caughdenoy EB LT - 50 50 45 - 50 50 Road/Maple Rd NB LR 250 90 95 85 - 85 145 & - NYS Route 481 SB LTR 50 55 55 55 55 60 Off Ramp L - - - 45 - 40 45 Caughdenoy WB R - - - 50 - 45 45 Road & NB R - - - 5 - 5 5 Entrance 1 SB L - - - 30 - 30 35 L - - - 155 - 165 170 EB T - - - 185 - 215 215 NYS Route 31 & T - - - 180 - 190 190 WB Entrance 2 R - - - 85 - 90 75 L - - - 195 - 200 205 SB R - - - 85 - 85 85 1Reported (in feet) from SimTraffic. Synchro underestimate queues in oversaturated conditions.
2Proposed storage lengths at mitigated locations only; additional locations need to be reviewed in the future. *NBR modeled as no right turn on red. Queues will be lower in the real world.
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Lead Agency: Onondaga County Industrial Development Agency https://www.ongoved.com Robert M. Petrovich, Executive Director 333 W. Washington Street, Suite 130 Syracuse, New York 13202 315-435-3770 (Fax) 315-435-3669 Prepared by:
JMT of New York, Inc
Latham, NY 12110
July 2021 Acceptance by the Lead Agency:
page35 Onondaga County Industrial Development Agency Final Supplemental Generic EIS White Pine Commerce Park July 2021 TABLE OF CONTENTS Page 1.0 Executive Summary………………………………………………………………. 1 1.1 Project Location and Description……………………………………….. 1 1.2 Project Overview and History………………………………………........ 1 1.3 Project Purpose and Need……..………………………………………… 2 1.4 Proposed Development………..………………………………………… 2 1.5 Project Alternatives…….……..………………………………………… 2 1.6 Supplemental Environmental Review…………………………………… 4 2.0 Introduction and Project Description…………………………………………. 5 2.1 Project Description..…………………………………………………….. 5 2.2 Project Overview and History………………………………………........ 5 2.3 Project Purpose and Need……..………………………………………… 6 2.4 Project Location and Setting…..………………………………………… 7 2.5 Proposed Development………..………………………………………… 8 3.0 Permitting and SEQRA Process ..………………………................................. 10 3.1 State Environmental Quality Review Act………………………………… 10 3.2 Chronology of Previous Environmental Reviews…...…………………… 11 3.3 Chronology of Current SEQRA Process………………….……………… 12 3.4 Draft GEIS Preparation………..…..…………………………………….. 13 3.5 Public Comment and Review…………………………….……………… 13 3.6 FSGEIS and Findings Statement,.…..…………………………………….. 14 4.0 Future Actions………..………………………………………………………........ 15 5.0 Revisions And Corrections To The Draft SGEIS.……………………………. 17 5.1 Community Character…………………………………………………… 17 5.2 Transportation …………………………………………………………… 19 5.3 Recreation……………………..…………………………………………. 20 6.0 Substantive Public Comment and Lead Agency Responses.…………….. 21 6.1 Agency Comments Summary…………………………………………… 21 6.2 Public Comments…………...…………………………………………… 25 List of Figures Figure 1.1: Project Location…………………………………………… 1 Figure 2.1: Project Location (Repeated) .……………………………… 7 Figure 2.2: Prime Developable Area…………………………………… 9 Figure 5.1: PEJA Map Results.………………………………………… 17 Figure 5.2: EJSCREEN Map...………………………………………… 18 FGEIS Appendices
Table of Contents page36 Onondaga County Industrial Development Agency Final Supplemental Generic EIS White Pine Commerce Park July 2021
Description The Onondaga County Industrial Development Agency (“OCIDA”) proposes to expand its modern industrial park at the White Pine Commerce Park (“Park”), formerly known as the Clay Business Park. The Park is located northeast of the intersection of NYS Route 31 and Caughdenoy Road in the Town of Clay, Onondaga County, New York. The Park is approximately 7 miles north of the City of Syracuse.
The Park was created to be capable of supporting a mix of industrial and/or commercial uses with related office Figure 1.1 Project Location space, advanced state-of-the-art research, large- or small-scale manufacturing, assembly, warehousing, data management, material processing and distribution facilities in a campus-like setting.
OCIDA has devoted substantial time and effort into developing the Park, with a particular focus on development that will bring high-tech facilities and high paying jobs to Onondaga County. More recently OCIDA has focused its efforts on the semiconductor industry. These efforts have been unsuccessful to date as it has become apparent that a larger geographic footprint is necessary in order to support this type of industry and associated investment required by the tenants.
OCIDA, as Project Sponsor, proposes to expand the Park to approximately 1,250± acres (the “Project” or “Action”). OCIDA currently owns approximately 648± acres, has another 282± acres under contract, and would acquire approximately 320± additional acres. The acreage to be acquired are parcels contiguous to the current Park, and are generally located along Route 31, and along the east and west sides of Burnet Road. OCIDA would acquire the additional parcels through purchase agreements with existing landowners or, if necessary, pursuant to the Eminent Domain Procedure Law (“EDPL”), to avoid fragmented parcels that would hinder future development.
This Final Supplemental Generic Environmental Impact Statement (“Final SGEIS”) is a supplement to the 2013 Final Generic Environmental Impact Statement that was completed (“2013 FGEIS”) and OCIDA’s issuance of a Findings Statement that concluded that development of the then existing 340±- acre Park avoided or minimized adverse environmental impacts to the maximum extent practicable, and incorporated mitigation measures that were considered practicable.
page37 Onondaga County Industrial Development Agency Final Supplemental Generic EIS White Pine Commerce Park July 2021
The Project purpose is to expand the Park to enable OCIDA to market the Park to a larger, more diverse mix of potential industrial and commercial developers by making the Project site more attractive to a broader scope of industries, particularly the semiconductor industry, bringing high tech and high paying jobs to Onondaga County.
This Final SGEIS, which incorporates by reference the Draft Supplemental Generic Environmental Impact Statement (“Draft SGEIS”), identifies, evaluates, and addresses various impact thresholds, permit criteria, and mitigation measures anticipated for the expanded Park, including those attributes associated with large-scale semiconductor industrial development. By addressing these issues in a generic EIS format, the State Environmental Quality Review Act (“SEQRA”) process defines a set of threshold conditions or criteria under which potential future actions and development will be undertaken or approved, including any subsequent SEQRA compliance requirements.
The 2013 FGEIS detailed a preferred development scenario, which anticipated a full build-out of approximately 2.0 to 2.5 million square feet of industrial development and assumed that the Project would be developed in several phases. Given the lack of any specific tenant and uncertain timing for development of future phases, this Final SGEIS considers the potential impacts associated with the development of the Park, including the expanded area, while providing for further evaluation, as necessary, when a conceptual plan for a specific development is available.
The development evaluated in this Final SGEIS contemplates OCIDA’s focus on developing the Park with a tenant or tenants in the semiconductor industry. This may translate into a buildout encompassing approximately 4.0 million square feet of industrial development at the Park. This would equate to approximately 400 acres of surface disturbance (temporary and permanent) within the Park developed in a campus like setting that would be sited to avoid regulated wetland areas and would limit the height of structures to no more than 160 feet. This anticipated development is expected to bring approximately 4,000 jobs covering three shifts that operate 24/7 year-round.
As part of its prior environmental review of the Park, which culminated in the 2013 FGEIS and 2013 Findings Statement, OCIDA considered a number of alternatives, including a no action alternative, alternative sites, alternative uses and technologies, alternative scale, timing and magnitude of development, and alternative site design and layout. See 2012 Draft GEIS, Section 2.0. This analysis, including the lack of other viable locations within the County to accommodate the intended scale of the Park, and OCIDA’s already substantial investment in the Park, confirm that the proposed Project, namely, the expansion of the Park to approximately 1,250± acres, is the preferred alternative.
Beginning in 1991, OCIDA considered several locations for the development of an Industrial Park, including conducting a Feasibility Study at that time. Then, as part of OCIDA’s prior environmental page38 Onondaga County Industrial Development Agency Final Supplemental Generic EIS White Pine Commerce Park July 2021 review of the Park, OCIDA again considered alternatives, specifically alternative locations. Ultimately, it was concluded in 2013 that the Park was the preferred location.
OCIDA adopted the 2013 FGEIS and issued a Findings Statement which concluded, among other things, that the Park was the preferred location for the project. As a result, the Park was created to be capable of supporting a mix of industrial and/or small commercial uses with related office space, advanced state-of- the-art research, large- or small-scale manufacturing, assembly, warehousing, data management, material processing and distribution facilities in a campus like setting. This background served the basis for the alternatives analysis in the Draft SGEIS and this Final SGEIS.
In the Draft SGEIS, OCIDA revisited its prior alternatives analysis and evaluated the following alternatives: no action (Alternative 1); considering the Park as it was originally proposed in the 2013 FGEIS (Alternative 2); utilizing a smaller expanded area – less than the approximately 1,250± acres (Alternative 3); and considering a different location to site the Park (Alternative 4). Based on this analysis, the proposed Project was deemed preferred. More specifically, expansion of the existing Park was deemed preferred over restarting a new park at an alternative location.
First and foremost, the Park already exists and represents a substantial footprint of prime developable land that is appropriately zoned for industrial development. To start anew would effectively render the existing Park unusable as OCIDA’s long-standing efforts to develop the Park as intended in 2013 have proved unsuccessful. Further, after looking at alternative sites for the last 20 years, OCIDA has determined that there are no other viable locations in Onondaga County that meet the stated purpose of the Project, which is to bring high-tech facilities and high paying jobs to Onondaga County in furtherance of OCIDA’s mission.
The expanded Park can accommodate large-scale industrial tenants that cannot easily locate elsewhere in Onondaga County due to their size and space requirements and need for suitable infrastructure. To OCIDA’s knowledge, there are no other sites in Onondaga County to accommodate a developer from the semiconductor industry that contain sufficient land acreage and proximate to the necessary electric, gas, water and wastewater infrastructure.
Key aspects of the Park include the following:
• National Grid’s Clay Substation is located adjacent to the Park on the west side of Caughdenoy Road. This existing substation is a major hub for high-voltage bulk power transmission and the estimated Project demand of 500 MVA is within the levels that National Grid has indicated can be provided.
• The Oak Orchard Wastewater Treatment Plant is located approximately 2.5 miles west of the Park and can accommodate the estimated sanitary sewer discharges from potential development of the expanded Park.
• The Park is bisected by a 54-inch water main Onondaga County Water Authority (“OCWA”) has indicated that there is sufficient public water service to meet the expanded Park’s estimated water demand.
• NYS Route 31, which is a principal arterial west of Interstate-81, is located adjacent to the Park. This provides a crucial transportation network to service prospective tenants.
page39 Onondaga County Industrial Development Agency Final Supplemental Generic EIS White Pine Commerce Park July 2021 • An existing CSX rail line crosses the northwestern corner of the Park generally in a northeast/southwest direction.
OCIDA prepared a Full Environmental Assessment Form (“FEAF”) for the Project to supplement its prior SEQRA review of the Park. On December 8, 2020, based on an examination of the FEAF, the criteria contained in 6 NYCRR §617.7(c), and its knowledge of the area surrounding the Project site, OCIDA adopted a resolution classifying the Project as a Type I action, declared its intent to act as lead agency for the purpose of conducting a coordinated environmental review, determined that the Project has the potential to result in at least one significant adverse impact, and issued a positive declaration for the Project. Additionally, OCIDA determined that the Project represents a significant change from the Park’s current footprint and that there exists other changes in circumstances from those previously evaluated in the 2013 FGEIS. As a result, OCIDA concluded that the preparation of a Supplemental GEIS (“SGEIS”) is necessary to adequately identify and evaluate potential significant adverse impacts associated with the Project that are not addressed or are inadequately addressed in the 2013 FGEIS. To that end, OCIDA adopted and issued a Notice of Intent to Serve as Lead Agency and Prepare a Draft SGEIS (“Notice of Intent”) for the Project, which was subsequently filed and distributed in accordance with SEQRA.
OCIDA received concurrence from the Onondaga County Water Authority (“OCWA”) and from the New York State Department of Environmental Conservation (“NYSDEC”) for OCIDA to act as the Lead Agency. All other identified Involved Agencies did not object to OCIDA’s lead agency declaration.
OCIDA then caused the Draft SGEIS to be prepared in accordance with 6 NYCRR 617.9, as applicable to a supplemental assessment. On May 6, 2021, OCIDA adopted the Draft SGEIS as complete for the purposes of commencement of public review and set a June 11, 2021 deadline for the receipt of public comments. On that same day, OCIDA adopted a Public Hearing Resolution which provided notice that a public hearing concerning the Draft SGEIS would be held virtually on May 24, 2021 at 6:00pm in accordance with the modifications to Article 7 of the Public Officers Law (the “Open Meetings Law”) as modified by New York Governor Andrew Cuomo’s Executive Order 202.1.
In total, there were 74 comments received from the general public on the Draft SGEIS, some of which were duplicates, for a total of 64 commenters, some in support of the Project and others opposed, which includes three comments from local elected officials. In addition, comments were received from two state agencies.
This Final SGEIS has been prepared by OCIDA and addresses the potential impacts of the expansion of the existing Park on environmental resources, including land use and zoning; community character;
transportation; utilities and community services; topography, geology and soils; water resources including floodplains and wetlands; air resources; ecological resources including endangered and threatened species; cultural and archeological resources; visual character and noise.
Consistent with SEQRA, this Final SGEIS will be followed by a SEQRA Findings Statement from OCIDA. This Final SGEIS responds to all substantive comments received on the Draft SGEIS.
page40 Onondaga County Industrial Development Agency Final Supplemental Generic EIS White Pine Commerce Park July 2021
The Onondaga County Industrial Development Agency (“OCIDA”) proposes to expand its existing White Pine Commerce Park (“Park”), formerly known as the Clay Business Park. The Park is located northeast of the intersection of NYS Route 31 and CR 49 (Caughdenoy Road) in the Town of Clay, Onondaga County, New York. It was created to be capable of supporting a mix of industrial and/or commercial uses with related office space, advanced state-of-the-art research, large- or small-scale manufacturing, assembly, warehousing, data management, material processing and distribution facilities in a campus-like setting.
OCIDA has devoted substantial time and effort into determining the highest and best use of the Park, with a particular focus on site attributes that will bring high-tech facilities and high paying jobs to Onondaga County. More recently OCIDA has focused its efforts on the semiconductor industry. These efforts have been unsuccessful to date as it has become apparent that a larger geographic footprint is necessary in order to support this type of industry and the associated investment required by the tenant(s).
OCIDA, as Project Sponsor, proposes to expand the Park to approximately 1,250± acres (the “Project” or “Action”). OCIDA currently owns approximately 648± acres, has another 282± acres under contract, and would acquire approximately 320± additional acres. The acreage to be acquired are parcels contiguous to the current Park, and are generally located along Route 31, and along the east and west sides of Burnet Road. OCIDA would acquire the additional parcels through purchase agreements with existing landowners or, if necessary, pursuant to the Eminent Domain Procedure Law (“EDPL”), to avoid fragmented parcels that would hinder future development.
In 1991, OCIDA and the Syracuse Chamber of Commerce commissioned an Industrial Park Feasibility Study to identify potential candidate sites for locating industrial businesses in Onondaga County. The feasibility study identified two primary candidate locations for large-scale industrial uses, one in the Town of Lysander north of NYS Route 31 and one in the Town of Clay along NYS Route 31 and Caughdenoy Road. The Lysander site was considered less suitable of the two sites due in part to the presence of substantial wetlands and hydric soil conditions. The Clay site was therefore chosen by OCIDA as the more feasible location for development.
OCIDA acquired seven properties that comprised the then-existing approximately 340± acre Park site along Caughdenoy Road. OCIDA then completed an environmental review under the State Environmental Quality Review Act (“SEQRA”) of the Park and any adjoining routes, rights-of-way and areas needed to support the project at that time, including existing and proposed infrastructure and improvements. That review culminated in preparation of a Final Generic Environmental Impact Statement (“2013 FGEIS”) and OCIDA’s issuance of a Findings Statement that concluded that the creation and potential future development of the then existing approximately 340± acre Park avoided or minimized page41 Onondaga County Industrial Development Agency Final Supplemental Generic EIS White Pine Commerce Park July 2021 adverse environmental impacts to the maximum extent practicable, and incorporated mitigation measures that were considered practicable.
OCIDA thereafter invested considerable resources in marketing the Park for development. Certain prospective tenants expressed interest in the approximate 340± acre Park over the years but the relatively small size of the current Park was seen as a limiting factor by some. As a result, the Park remains undeveloped. Nevertheless, the Park has many favorable characteristics, including, but not limited to, its proximity to critical utilities and infrastructure, which makes it a very suitable location for large-scale tenants.
The Draft Supplemental Generic Environmental Impact Statement (“Draft SGEIS”) was been prepared consistent with SEQRA (Article 8 of the Environmental Conservation Law Part 617 of Title 6 of the New York Code of Rules and Regulations). In New York State, most projects of this nature and activities proposed by a state agency or unit of local government, and all discretionary approvals and permits from a state agency or unit of local government, require an environmental impact assessment of a proposed action before such action may be approved, undertaken or funded. SEQRA requires the sponsoring or approving governmental body, in this case OCIDA, acting as SEQRA Lead Agency, to identify, evaluate, and mitigate, to the maximum extent practicable, significant environmental impacts associated with the proposed action. For SEQRA purposes, the term “Project site” used in this document is defined as any
location where project facilities and infrastructure will or might be constructed. The Project site includes an expanded Park consisting of approximately 1250± acres and any adjoining routes, rights-of-way and areas needed to support the Project or Project-related mitigation, including existing or proposed infrastructure and improvements. “Off-site” is defined as any portion of the study areas being assessed for potential impacts that are not on or encompassed by the Project site. Because OCIDA previously prepared the 2013 FGEIS for the Park, the Draft SGEIS evaluated the expanded development footprint of the Park and other changes in circumstances that have the potential to result in any new, previously undisclosed, or unevaluated significant adverse impacts.
The Project purpose is to expand the Park to enable OCIDA to market the Park to a larger, more diverse mix of potential industrial and commercial developers by making the Project site more attractive to a broader scope of industries, particularly the semiconductor industry, and bringing high tech and high paying jobs to Onondaga County.
The Draft SGEIS identifies, evaluates and addresses various impact thresholds, permit criteria and mitigation measures anticipated for the expanded Park, including those attributes associated with large- scale semiconductor industrial development. By addressing these issues in a Generic EIS format, the SEQRA process will define a set of threshold conditions or criteria under which potential future actions and development will be undertaken or approved, including any subsequent SEQRA compliance requirements.
page42 Onondaga County Industrial Development Agency Final Supplemental Generic EIS White Pine Commerce Park July 2021
The Park is located at the northeastern corner of the intersection of NYS Route 31 and Caughdenoy Road in the Town of Clay, Onondaga County, NY. The Park is approximately 7 miles north of the City of Syracuse. Figure 2.1 depicts the Project Location.
The Park is accessible from major nearby interstates.
This includes Interstate 81 (I-81) via Exit 30 at NYS Route 31 in Cicero, approximately 2.2 miles east of the Project site. The I-81/I-481/NYS Route 481 interchange is four miles southeast of the project. The NYS Route 481/NYS Route 31 interchange is approximately 3.5 miles west of the Park. The New York State Thruway (I-90) is about 6.5 miles south of the Park. Syracuse Hancock International Airport is about 5 miles south of the Park located along the I-81 Figure 2.1 Project Location corridor.
The Park is located in the eastern portion of the Town of Clay, adjacent to the Town of Clay/Town of Cicero boundary. The Town of Clay is a northern suburb of the City of Syracuse. Clay is the largest town in Onondaga County occupying approximately 48 square miles with a 2019 Census population of 59,250 people. The population of the Town has remained largely unchanged over the past two decades decreasing 0.84% since 1990. The area surrounding the Park is sparsely populated with relatively low- density residential development mostly along Caughdenoy Road and Verplank Road west of the Park, Mud Mill Road north of the Park and Burnet Road within and near the eastern boundary of the Park. I-81 is located a little more than one mile to the east of the site.
Residential and commercial development in northern suburbs of Onondaga County is likely to continue, according to the most recent studies conducted by the Town of Clay, the Syracuse-Onondaga County Planning Agency (“SOCPA”), and the Syracuse Metropolitan Transportation Council (“SMTC”). These studies include a corridor study conducted in 2010 by the SMTC titled Clay-Cicero Route 31 Transportation Study, the Town of Clay Northern Land Use Study prepared in 2013, and the 2010 Development Guide for Onondaga County. New residential development has occurred south and east of the Park, primarily along the NYS Route 31 corridor in the Town of Cicero. The Town of Cicero had a 2019 population of 30,721 people, a decrease of 2.89% since 2010.
The SOCPA, SMTC, and Town of Clay studies assume future growth in the project area and account for future industrial use of the Park.
page43 Onondaga County Industrial Development Agency Final Supplemental Generic EIS White Pine Commerce Park July 2021
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