HomeMy WebLinkAboutTB Packet 2025-06-09MEETING OF THE ITHACA TOWN BOARD
215 N. Tioga Street
June 9, 2025 @ 5:30 p.m.
ZOOM LINK (989 1095 8241) YOUTUBE LINK
AGENDA
1. Call to order and Pledge of Allegiance
2. Persons to be Heard and Board Comments
3. Public hearings and consider adoption/approval of:
a. Ithaca Beer Noise Permit Application – Weekly Music
b. Ithaca Beer Noise Permit Application – Summer Music Series
c. Local law Deleting Chapter 135, Community Choice Aggregation (Energy) and replacing
it with a new Chapter 135, Community Choice Aggregation (Energy) Program and
Distributed Energy Resources Program, and
d. Local law amending Chapter 135, Community Choice Aggregation (Energy) Program
and Distributed Energy Resources Program, by adding Article 2, Distributed Energy
Resources, and
e. Local law Deleting Town of Ithaca Code Chapter 157, Flood Damage Prevention, and
replacing it with a revised Chapter 157, Flood Damage Prevention,
i. SEQR ii. Adoption
4. Consider resolution of support for Vision Zero
5. Update on the IAWWTF Capital Improvement Project
6. Consider Consent Agenda
a. Approval of Town Board Minutes
b. Approval of the Town of Ithaca Abstract
c. Approval of the Bolton Point Abstract
d. Acknowledge receipt of annual wetland conservation easement inspections
e. Approve permanent appointment – Code Safety Inspector – Torres
f. Ratify appointment of MEO – Delong
g. Approval of Surplus Equipment designation and sale
9. Reports of Town Officials
10. Review of Correspondence
Item 3a
MEETING OF THE ITHACA TOWN BOARD
June 9, 2025
TB Resolution 2025 – : Noise permit for Ithaca Beer Co. for the 2025 Weekly Thursday
Summer Music Series
Whereas, the Town Board held a public hearing on May 13, 2025, regarding a noise permit
application for a Weekly Thursday Summer Music Series received by Ithaca Beer Co., and
discussed the request, and
Whereas, as stated in the application speakers will be facing Rte. 13 to prevent amplified noise
bouncing off the brewery and hay bales will be used as a backdrop, now therefore be it
Resolved that the Town Board grants a noise permit to Ithaca Beer Co. for the purpose of their
Summer Music Series, entertaining Guests at their location of 122 Ithaca Beer Dr., on Thursdays
from 6:00 pm – 8:00 pm June 11th through October 31st, with the following
Conditions:
1. The placement of the hay bales described in the application should meet NYS Building/Fire
Code and be as tall as the tallest speaker to mitigate the speakers used by the band(s), and
with the following
Findings:
1. The waiver from the requirements of Town Code Chapter 184 for the above music event
is necessary for a valid purpose, because music might not be able to conform at all times
to the requirements of Chapter 184, and Ithaca Beer’s Planned Development Zone
specifically allows for music events, subject to or upon the issuance of any permits
required (Town Code §271-15. D (3), and
2. The waiver is the minimal intrusion needed, because the amplification is needed to
provide dinner music to the area, and music is limited to 6 p.m. to 8 p.m., which hours are
within “daytime hours” as defined by Town Code § 184-4; the entertainment is intended
to be and has proven to be background in nature and not overly intrusive; the
amplification speakers must be located on the taproom lawn and face Route 13 and have
hay bales stacked to provide some mitigation where the band is playing, and
3. On balance, the need for and benefits of the waiver outweigh the needs and rights of the
surrounding neighbors to a peaceable and quiet environment, because the music is for a
limited amount of time during the early evenings on the specified dates, with the above-
listed limitations in place to minimize the intrusion on the neighbors.
Moved: Seconded:
Vote: ayes –
Item 3b
MEETING OF THE ITHACA TOWN BOARD
June 9, 2025
TB Resolution 2025 – : Noise permit for Ithaca Beer Co. for the 2025 Summer Music
Event Series
Whereas, the Town Board held a public hearing on May 13, 2025, regarding a noise permit
application for Summer Music Event Series received by Ithaca Beer Co., and discussed the request,
and
Whereas, as stated in the application speakers will be facing Rte. 13 to prevent amplified noise
bouncing off the brewery and hay bales will be used as a backdrop, now therefore be it
Resolved that the Town Board grants a noise permit to Ithaca Beer Co. for the purpose of their
Summer Music Event Series, entertaining guests at their location of 122 Ithaca Beer Dr., on the
3rd Saturday of each month, June through October, between 11am and 8pm, for a period not to
exceed 4 hours, with the following
Conditions:
1. The placement of the hay bales described in the application should meet NYS Building/Fire
Code and be as tall as the tallest speaker to mitigate the speakers used by the band(s), and
2. Applicant will adjust volume to the minimum necessary for the size of attending guests,
and with the following
Findings:
1. The waiver from the requirements of Town Code Chapter 184 for the above music event
is necessary for a valid purpose, because music might not be able to conform at all times
to the requirements of Chapter 184, and Ithaca Beer’s Planned Development Zone
specifically allows for music events, subject to or upon the issuance of any permits
required (Town Code §271-15. D (3), and
2. The waiver is the minimal intrusion needed, because the amplification is needed to enjoy
the music events, and music is limited to 11am to 8 p.m., which hours are within
“daytime hours” as defined by Town Code § 184-4; the; the amplification speakers must
be located on the taproom lawn and face Route 13 and have hay bales stacked to provide
some mitigation where the band is playing, and the flexibility in time frame is needed to
be able to book bands with which are available with limited lead time, and
3. On balance, the need for and benefits of the waiver outweigh the needs and rights of the
surrounding neighbors to a peaceable and quiet environment, for the reasons stated
above.
Moved: Seconded:
Vote: ayes –
Item 3c
MEETING OF THE ITHACA TOWN BOARD
June 9, 2025
TB Resolution 2025 –_ : Adoption of Local Law- of 2025, deleting Town of Ithaca Code,
Chapter 135 “Community Choice Aggregation (Energy) Program) and replacing it with a
new Chapter 135 “Community Choice Aggregation (Energy) Program and Distributed
Energy Resources Program”
Whereas, the Town Board unanimously passed the Green New Deal Resolution in March of
2020, which calls for an equitable transition to carbon neutrality Town-wide by 2030,
Whereas, the Community Choice Aggregation Program (CCA), now known as the Tompkins
Green Energy Network (T-GEN) is designed to be an innovative, efficient, and affordable way to
engage the local population in achieving time-critical local and state goals for decarbonization
and equity through the aggregated purchasing of renewable electricity and the development of
regional renewable energy projects, and
Whereas, a DER Plan was adopted by the Town Board on September 11, 2023, and detailed
the roles and responsibilities of the Administrator of T-GEN, the Town, and other municipal
partners and the legal documents and agreements that will be required to launch T-GEN, and
Whereas, Local Power and the Town have reviewed and amended Chapter 135 of the Town of
Ithaca Code to align with New York State Public Service Commission requirements,
Whereas, a duly advertised and posted public hearing was held on June 9, 2025, regarding the
proposed adoption of “A local law deleting Town of Ithaca Code Chapter 135, Community
Choice Aggregation (Energy) Program, and replacing it with a new Chapter 135, Community
Choice Aggregation (Energy) Program and Distributed Energy Resources Program”, and
Whereas, the Town Board has determined that this is SEQRA Type 2 under 6HYCRR 617.5
(c)(26): “routine or continuing agency administration and management, not including new
programs or major reordering of priorities that may affect the environment.” now, therefore, be it
Resolved that the Town Board finds it is in the best interest of the Town and its citizens to adopt
the proposed Local Law ## of 2025, entitled “A local law deleting Town of Ithaca Code Chapter
135, Community Choice Aggregation (Energy) Program, and replacing it with a new Chapter
135, Community Choice Aggregation (Energy) Program and Distributed Energy Resources
Program as submitted.
Moved: Seconded:
Vote: ayes –
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TOWN OF ITHACA
LOCAL LAW NO. OF THE YEAR 2025
A LOCAL LAW DELETING TOWN OF ITHACA CODE CHAPTER 135,
COMMUNITY CHOICE AGGREGATION (ENERGY) PROGRAM, AND REPLACING
IT WITH A NEW CHAPTER 135, COMMUNITY CHOICE AGGREGATION
(ENERGY) PROGRAM AND DISTRIBUTED ENERGY RESOURCES PROGRAM
Be it enacted by the Town Board of the Town of Ithaca as follows:
Section 1. Chapter 135 (Community Choice Aggregation (Energy) Program) of the
Town of Ithaca Code is amended by deleting Chapter 135 and replacing it with the following
new Chapter 135 (Community Choice Aggregation (Energy) Program and Distributed Energy
Resources Program):
“ARTICLE 1
COMMUNITY CHOICE AGGREGATION
§ 135-1. Legislative findings; intent and purpose; statutory authority.
A. The Town of Ithaca has long demonstrated its commitment to sustainability and
community-wide greenhouse gas reduction from energy use, transportation, land use
and waste management. The primary goal of the Green New Deal resolution, passed
unanimously by the Town Board in March of 2020, is to achieve an equitable transition
to carbon neutrality Town-wide by 2030. The resolution calls for meeting the electricity
needs of Town government operations with 100% regionally sourced renewable
electricity and reducing emissions by 50% from the Town fleet of vehicles by 2025.
B. To meet reduction targets for greenhouse gas emissions, the Town will seek reductions
for all Addressable Carbon emissions associated with the community, including
electricity use in buildings, heating of buildings, energy for transportation, and solid and
sewer waste exports.
C. To achieve the Town's 2030 goal, it may choose to accelerate the deployment of
Distributed Energy Resources (DERs) such as photovoltaic panels and energy storage
systems, as well as to examine the retail energy markets and increase local participation
in those markets.
D. Community Choice Aggregation has the potential to enable greenhouse gas reductions
from electricity use in existing buildings while at the same time guaranteeing
affordability and minimizing risk associated with price volatility to Eligible Consumers.
E. Among the foremost policies and models to increase access to affordable community-
wide energy transition in the state of New York is Community Choice Aggregation
(CCA), which allows local governments to determine the Supplier(s) of electricity on
behalf of Eligible Consumers, and provide a significant opportunity to diversify
electricity supply based on larger local DERs that may be incorporated into CCA supply.
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F. The purpose of CCA is to allow participating local governments to procure electricity
and gas supply service for Eligible Consumers, while maintaining transmission and
distribution service from the existing Distribution Utility.
G. This chapter establishes a Community Choice Aggregation program (CCA program) that
will allow the Town of Ithaca, in conjunction with the City of Ithaca, as well as any other
local governments in Tompkins County, which may elect to join the CCA program at a
later date, to work together using a shared purchasing model to put out for bid the total
amount of electricity and natural gas being purchased by Eligible Consumers within the
jurisdictional boundaries of participating municipalities. The CCA program will offer
service to every Eligible Consumer in its service territory, including Municipal
Accounts, whether on an opt-in basis or an opt-out basis.
H. The Town of Ithaca is authorized to implement its CCA program pursuant to §
10(1)(ii)(a)(12) of the New York Municipal Home Rule Law; and State of New York
Public Service Commission Case No. 14-M-0224, Proceeding on Motion of the
Commission to Enable Community Choice Aggregation Programs (issued April 21,
2016), as may be amended, including subsequent orders of the Public Service
Commission (PSC) issued in connection with or related to Case No. 14-M-0224, to the
extent that orders related to Case No. 14-M-0224 enable actions by the Town of Ithaca.
§ 135-2. Definitions.
For purposes of this chapter, and unless otherwise expressly stated or unless the context
otherwise requires, the terms in this chapter shall have the meanings employed in the State of
New York Public Service Commission's Uniform Business Practices or, if not so defined
there, as indicated below:
ADDRESSABLE CARBON — Greenhouse gas emissions from electricity, heating, cooling,
hot water, transportation vehicles, sewer waste and solid waste.
AGGREGATED DATA — Aggregated and anonymized information, including the number
of Eligible Consumers by service class, the aggregated peak demand (kW) (for electricity)
by month for the past 12 months, by service class to the extent possible, and the aggregated
energy (kWh) for electricity or volumetric consumption for gas by month for the past 12
months by service class.
ASSISTANCE PROGRAM PARTICIPANTS (APPs) — Low- and medium-income
residents so designated by the Tompkins County Department of Social Services.
BASIC SERVICE — The default retail electricity and/or natural gas product received by all
customers who do not opt out of the CCA program.
CCA — Community Choice Aggregation.
CCA ADMINISTRATOR — A third party designated by the Town of Ithaca which shall be
duly authorized to put out for bid the total amount of electricity and natural gas being
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purchased by Participating Consumers and larger local DERs that may be incorporated into
CCA supply. The CCA Administrator shall be responsible for CCA program organization,
public outreach, data, administration, procurement and communications.
CCA PROGRAM ORGANIZER — A designated local nonprofit organization responsible
for educating energy users about participation in the CCA program. This group will
typically secure participation from local governments and engage in preliminary outreach
and education around CCA.
CUSTOMER-SPECIFIC DATA — Energy account-specific information, personal data and
utility data for all Eligible Consumers in the municipality eligible for opt-out or opt-in
enrollment based on the terms of the PSC CCA Orders, and the CCA program design,
including the customer of record's name, mailing address, telephone number, account number,
and primary language, if available, and any customer-specific alternate billing name, address,
and phone number.
DATA SECURITY AGREEMENT — An agreement between the Distribution Utility, the
CCA Administrator and/or the Town of Ithaca that obligates each party to meet, collectively:
A. All national, state and local laws, regulations or other government standards
relating to the protection of information that identifies or can be used to identify an
individual Eligible Consumer with respect to the CCA Administrator's or its
representative's processing of confidential utility information;
B. The Distribution Utility's internal requirements and procedures relating to the
protection of information that identifies or can be used to identify individual
Eligible Consumers with respect to the CCA Administrator's or its representative's
processing of confidential utility information; and
C. The PSC CCA Orders and PSC rules, regulations and guidelines relating to
confidential data.
DEFAULT SERVICE — Supply service provided by the Distribution Utility to Eligible
Consumers who are not currently receiving service from an Energy Services Company
(ESCO). Eligible Consumers eligible for opt-out enrollment within the Town of Ithaca that
receive Default Service, and have not opted out, will be enrolled in the CCA program.
Eligible Consumers eligible for opt-in enrollment will be enrolled in the CCA program
according to its scheduled energy supply contract renewals.
DISTRIBUTED ENERGY RESOURCE(S) (DER(s)) — Local renewable energy projects
and energy efficiency measures, shared renewables like community solar and shares and
cooperatives, renewable heat and hot water systems, energy management, energy storage,
microgrid projects, geothermal heat loop projects, electric vehicles and charging systems,
local renewable hydrogen fuel cells, and other innovative Reforming the Energy Vision
(REV) initiatives that optimize system benefits, target and address load pockets/profile
within the Town of Ithaca, and reduce cost of energy for Participating Consumers.
DISTRIBUTION UTILITY — New York State Electric and Gas Corporation (NYSEG), or
any successor thereto.
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ELIGIBLE CONSUMERS — Consumers of electricity and/or natural gas who receive
Default Service from the Distribution Utility as of the effective date, or New Consumers that
subsequently become eligible to participate in the CCA programs, at one or more locations
within the geographic boundaries of the Town of Ithaca, except those consumers currently
receiving Default Service that have requested not to have their account information shared
by the Distribution Utility.
ENERGY SERVICES COMPANY (ESCO) — An entity duly authorized to conduct
business in the State of New York as an ESCO.
ENERGY SUPPLY AGREEMENT — An agreement between the Town of Ithaca and an
Energy Services Company (ESCO) to provide electricity and/or gas service to the customer
for a fixed or variable price. For purposes of this chapter, the CCA Administrator would
conduct a competitive procurement on behalf of all Eligible Consumers and the Town would
enter into such agreement(s) with an ESCO to provide power and/or natural gas to all such
Eligible Consumers in the community that elect to receive service.
MUNICIPAL ACCOUNTS — Electricity and gas accounts that serve municipal
government-related operations.
NEW CONSUMERS — Consumers of electricity and/or natural gas that become Eligible
Consumers after the effective date of the Energy Supply Agreement, including those that opt
in or move into the Town of Ithaca.
PARTICIPATING CONSUMERS — Eligible Consumers enrolled in the CCA program,
either because they are consumers who receive Default Service from the Distribution Utility
as of the effective date of the Energy Supply Agreement and have not opted out, or are New
Consumers.
PSC CCA ORDERS — The several Orders concerning Community Choice Aggregation by
the New York State Public Service Commission’s (Case 14-M- 0224) including the “Order
Authorizing Framework for Community Choice Aggregation Opt- Out Program,” issued on
April 21, 2016; the “Order Approving Community Choice Aggregation Programs with
Modifications” issued on January 18, 2018; the “Order Modifying Community Choice
Aggregation Programs and Establishing Further Process” issued on January 19, 2023; and the
“Order Modifying Outreach and Education Requirements and Directing Program Evaluation”
issued on November 19, 2024.
PUBLIC SERVICE COMMISSION (PSC) — New York State Public Service Commission.
SUPPLIERS — ESCOs that procure electric power and natural gas for Eligible Consumers in
connection with this chapter.
§ 135-3. CCA program established.
A. A Community Choice Aggregation (energy) program is hereby established by the
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Town of Ithaca, whereby the Town of Ithaca may implement a CCA program to the
full extent permitted by the PSC CCA Orders and this chapter, as set forth more fully
herein.
B. The Town of Ithaca may act as aggregator for the sale of electric supply, gas supply, or
both to Eligible Consumers, and may enter into contracts with one or more Suppliers for
energy supply and other services on behalf of Eligible Consumers.
C. The Town of Ithaca may select a third party as CCA Administrator for such purpose to
the full extent permitted by the PSC CCA Orders, as set forth more fully herein, and
shall include a process for other municipalities in Tompkins County to join the CCA
program.
D. The Town of Ithaca may enter into an intermunicipal agreement with the City of Ithaca
and other municipalities in Tompkins County, and potentially municipalities in adjoining
counties who join the CCA program, for the purpose of sharing administrative
resources, and shall include a process for other municipalities in Tompkins County to
offer their Eligible Consumers such resources to join the CCA program.
E. As detailed in the PSC CCA Orders, the PSC will need to approve both the CCA Master
Implementation Plan of the CCA Administrator selected by the Town, and a
Municipality Filing that includes the Master Implementation Plan, before the CCA
program can begin operations. The Master Implementation Plan shall include
information regarding the Administrator’s background, executive contacts, program
description, program goals, plans for value-added service, product offerings, attestation
of compliance with CCA rules, as well as a petition that includes information regarding
the program and why the Administrator should be authorized by the Commission to
offer this program in New York State. The Municipality Filing, which shall be
subsequently submitted by the Town's selected CCA Administrator to PSC (DMM Case
14-M-0224) for approval to add a new municipality to its CCA program, shall include
the approved CCA local law filing, a copy of the Request for Proposal and Energy
Service Agreement, and final template opt-out letter(s) for PSC staff approval. The
Municipality Filing must also include a completed Outreach and Education Record that
complies with the PSC's applicable Outreach and Education requirements.
F. The CCA Administrator may directly administer opt-out notification communications to
Eligible Consumers, or indirectly through the Town's chosen ESCO.
G. The CCA Administrator may designate one or more CCA Program Organizers to assist
in the education and engagement of Eligible Consumers, Eligible Investors and
municipalities in Tompkins County to participate in the CCA program.
H. The operation and ownership of the utility service shall remain with the Distribution
Utility. The Town of Ithaca's participation in a CCA program constitutes neither the
purchase of a public utility system, nor the furnishing of utility service. The Town and
CCA program shall not take over any part of the electric or gas transmission or
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distribution system and will not furnish any type of utility service but will instead
negotiate with Suppliers on behalf of Eligible Consumers.
§ 135-4. CCA eligibility.
A. All Eligible Consumers within the Town of Ithaca, including residential and
nonresidential, regardless of size, shall be eligible to participate in the CCA program's
Basic Service, provided that different methods of enrollment are required to be used for
different NYSEG customer classifications.
B. All Eligible Consumers that are members of New York State Electric and Gas (NYSEG)
SC 1 Residential Service, SC 6 General Service and Gas SC 1 Residential Service, SC 2
General Service shall be enrolled in Basic Service on an opt-out basis, except for
consumers: i) that are already taking service from an ESCO; ii) that have placed a freeze
or block on their account; or iii) for whom inclusion in the CCA program will interfere
with a choice the customer has already made to take service pursuant to a special rate.
Those consumers may be enrolled on an opt-in basis, alongside all other NYSEG service
classifications, including: i) for electricity service, SC2 General Service with Demand
Metering, SC3 Primary Service 25 KW or more, SC5 Outdoor Lighting Service, SC7
Large General Service with Time-of-Use Metering, SC8 Residential - Day Night
Service, SC9 General Service - Day Night Service, SC10 Cogeneration or Small Power
Production/Sale of Energy to the Corporation, SC11 Standby Service, SC12 Residential
Service with Time-of-Use Metering, SC13 Competitive Alternative Industrial Service
and SC14 Large Economic Development Service; and ii) for gas service, SC3
Interruptible Sales Service, SC4 Natural Gas Motor Vehicles, SC5 Seasonal Gas
Cooling Service, SC6 Standby Sales Service, SC10 Non-Residential Distributed
Generation Firm Sales Service, SC11 Residential Distributed Generation Firm Sales
Service. The Town of Ithaca may include all of its electricity and natural gas accounts to
participate as an opt-in customer in the CCA program at the earliest possible date, or for
any smaller accounts eligible for opt-out enrollment, may participate through the opt-out
process.
C. New Consumers whose electric and/or gas NYSEG meters are eligible for opt-out
enrollment, including SC1 Residential Service 1 and SC6 General Services 6, shall be
enrolled in Basic Service on an opt-out basis. New Consumers whose meters are eligible
for opt-in service shall be offered service and enrolled on an opt-in basis.
D. The Town of Ithaca, through its CCA Administrator, will actively seek to offer service,
on an opt-out basis, to low-to-moderate-income (LMI) residents who are Assistance
Program Participants (APPs) and are enrolled in products that comply with requirements
for ESCO service to APPs at the time of enrollment. The CCA Administrator will
consult with local and state social services program administrators in considering
whether and how to include APPs, specifically where social services organizations
receive and pay the resident's energy bill.
E. The CCA Administrator, on behalf of the Town of Ithaca, shall issue one or more
requests for proposals to suppliers to provide energy and related services to participants
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and may then award a contract, in accordance with the CCA program, and after
consultation with and authorization by the involved municipalities as per an
intermunicipal agreement.
F. The CCA Administrator will request Customer-Specific Data for the accounts of
Eligible Consumers located within the jurisdictional boundaries of the Town of Ithaca
from the Distribution Utility in accordance with the CCA program.
G. The CCA Administrator and the selected energy Supplier will notify Eligible Consumers
of the contract terms and their opportunity to opt out of the CCA program.
H. In accordance with and for purposes of the PSC CCA Orders, the existing Distribution
Utility, New York State Electric and Gas Corporation, will provide to the CCA
Administrator aggregate and Customer-Specific Data (including usage data, capacity tag
obligations, account numbers, and service addresses) of all Eligible Consumers in the
Town of Ithaca not currently enrolled with an ESCO.
I. The CCA Administrator and the Town of Ithaca will protect customer information as
required by law, subject to the PSC CCA Orders and the limitations of the New York
State Freedom of Information Law.
§ 135-5. CCA opt-out process.
A. An opt-out letter, printed on municipal letterhead, shall be mailed by the ESCO or CCA
Administrator to Eligible Consumers at least 30 days prior to Eligible Consumer
enrollment. The opt-out letter shall include information both on the CCA program and
the contracts signed with the selected ESCO(s), including specific details on rates, fees,
services, contract terms, cancellation fee, and methods for opting out of the CCA
program. The letter shall explain that Eligible Consumers that do not opt out will be
enrolled in the CCA program under the contract terms and that information on those
Eligible Consumers, including energy usage data and Assistance Program Participant
(APP) status, will be provided to the ESCO(s). To the extent allowable by the PSC, the opt-
out letter shall also inform Eligible Consumers about the Town's DER program offerings
authorized by Article 2 of this chapter, will explain that a DER option is available, identify the
DER administrator authorized by the Town to enroll customers as Investors in DER
projects through an opt-up and opt-with process as defined in Article 2 of this chapter,
and refer Eligible Consumers to the DER administrator's enrollment portal, including a
link to the DER administrator's website.
B. All Eligible Consumers shall have the option to opt out of the CCA program. Per the
Public Service Commission's CCA Orders, Participating Consumers will be permitted to
cancel CCA program service any time before the end of the third billing cycle of a new
contract period without penalty or other charges.
C. Termination fees shall not be charged to customers that cancel their CCA program
service as a result of moving out of the premises served.
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§ 135-6. CCA opt-in process.
Eligible Consumers with electric and/or gas accounts that are eligible for opt-in enrollment
may be offered service on an opt-in basis, based on capacity and opportunity, according to
the supply contract renewal schedule of the CCA program.
§ 135-7. CCA customer service.
CCA customers shall be provided customer service by the CCA Administrator, including a
toll-free telephone number available during normal business hours (9:00 a.m. to 5:00 p.m.
Eastern time, Monday through Friday) to resolve concerns, answer questions, and transact
business with respect to the service received from the Supplier, scheduled direct mail, and
messages inserted into Town of Ithaca scheduled direct mail and public notices.
§ 135-8. CCA data protection requirements.
A. Town of Ithaca departments and other CCA program member municipalities involved in
supporting the CCA program will share energy data and other data with their CCA
Administrator to tailor products to Eligible Consumers, and to facilitate customer
engagement, program administration, operations, billing and collection.
B. The Town of Ithaca may request Aggregated Data and Customer-Specific Data from the
Distribution Utility; provided, however, that this request for Customer-Specific Data is
limited to only those Eligible Consumers who did not opt out once the initial opt-out
period has closed.
C. Customer-Specific Data shall be protected in a manner compliant with, collectively:
(1) All national, state and local laws, regulations or other government standards
relating to the protection of information that identifies or can be used to identify an
individual with respect to the CCA Administrator's and Town of Ithaca’s
processing of confidential utility information;
(2) The utility's internal requirements and procedures relating to the protection of
information that identifies or can be used to identify an individual with respect to
the Town of Ithaca or its representative's processing of confidential utility
information; and
(3) The PSC CCA Orders and PSC rules, regulations and guidelines relating to
confidential data.
D. The CCA Administrator will enter into a Data Security Agreement with the Distribution
Utility for the purpose of protecting Customer-Specific Data. The Town of Ithaca may
be a party to that Agreement.
§ 135-9. CCA Administration fee.
The Town of Ithaca may collect, or cause to be collected, funds from Participating
Consumers’ payments to pay the designated CCA Administrator for administrative costs
associated with running the CCA program. These fees will be included in any agreement
signed with the CCA Administrator and an ESCO.
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§ 135-10. CCA reporting.
A. An annual report shall be prepared by the CCA Administrator, which report shall be
filed with the Town Board of the Town of Ithaca by March 31 of each year and cover
the previous calendar year.
B. CCA annual reports shall include, at a minimum: number of customers served; number
of customers canceling during the year; number of complaints received; commodity
prices paid; value-added services provided during the year; and administrative costs
collected. Information shall be broken down by municipality, where applicable. The first
report shall also include the number of customers who opted out in response to the
initial opt-out letter or letters.
C. If a CCA program Energy Supply Agreement will expire less than one year following
the filing of the annual report, the report must identify current plans for soliciting a new
contract, negotiating an extension, or ending the CCA program.”
Section 2. In the event that any portion of this law is declared invalid by a court of
competent jurisdiction, the validity of the remaining portions shall not be affected by such
declaration of invalidity.
Section 3. This local law shall take effect upon its filing with the New York Secretary of
State.
Item 3d
MEETING OF THE ITHACA TOWN BOARD
June 9, 2025
TB Resolution 2025 –_ : Adoption of Local Law ## of 2025 amending Chapter 135,
Community Choice Aggregation (Energy) Program and Distributed Energy Resources
Program, by adding Article 2, Distributed Energy Resources.
Whereas, the Town Board unanimously passed the Green New Deal Resolution in March of
2020, which calls for an equitable transition to carbon neutrality Town- wide by 2030,
Whereas, the Community Choice Aggregation (CCA) program, now known as the Tompkins
Green Energy Network (T-GEN) is designed to be an innovative, efficient, and affordable way to
engage the local population in achieving time-critical local and state goals for decarbonization
and equity through the aggregated purchasing of renewable electricity and the development of
regional renewable energy projects, and
Whereas, a DER Plan was adopted by the Town Board on September 11, 2023, and detailed
the roles and responsibilities of the Administrator of T-GEN, the Town, and other municipal
partners and the legal documents and agreements that will be required to launch T-GEN, and
Whereas, Local Power and the Town have reviewed and amended Chapter 135 of the Town of
Ithaca Code to align with New York State Public Service Commission requirements, and
Whereas, the Town Board held a duly advertised and posted public hearing on June 9, 2025
regarding the proposed adoption of “A local law amending Town of Ithaca Code Chapter 135,
Community Choice Aggregation (Energy) Program and Distributed Energy Resources Program,
by adding Article 2, Distributed Energy Resources”, now therefore, be it
Resolved that the Town Board adopts Local Law ## of 2025, entitled “A Local Law amending
Town of Ithaca Code Chapter 135, Community Choice Aggregation (Energy) Program and
Distributed Energy Resources Program, by adding Article 2, Distributed Energy Resources” as
submitted.
Moved: Seconded:
Vote: ayes –
Item 3d
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TOWN OF ITHACA
LOCAL LAW NO. OF THE YEAR 2025
A LOCAL LAW ADDING A DISTRIBUTED ENERGY RESOURCES ARTICLE TO
TOWN OF ITHACA CODE CHAPTER 135, COMMUNITY CHOICE AGGREGATION
(ENERGY) PROGRAM AND DISTRIBUTED ENERGY RESOURCES PROGRAM
Be it enacted by the Town Board of the Town of Ithaca as follows:
Section 1. Chapter 135 (Community Choice Aggregation (Energy) Program and
Distributed Energy Resources Program) of the Town of Ithaca Code is amended by adding
Article 2 (Distributed Energy Resources) as follows:
“ARTICLE 2
DISTRIBUTED ENERGY RESOURCES
§ 135-11. Legislative findings; intent and purpose; statutory authority.
In addition to subsections A-C below, the provisions in § 135-1.A-C apply to this section.
A. The purpose of the Town of Ithaca's DER program is to administer the energy service in
a manner that expands access to solar and other local renewables and energy efficiency
technologies by offering optional enrollment of Eligible Investors in voluntary
investments in DER, with access to financial mechanisms, including the financial
mechanism developed under the City of Ithaca's Energy Efficiency Retrofitting and
Thermal Load Electrification program, approved by that City's Common Council.
B. This chapter establishes a Distributed Energy Resources program (DER program) that
gives Town of Ithaca electricity and gas users the option to choose from a mix of onsite
and neighborhood-sited renewable heating, power and transportation technologies to
meet a significant portion of their energy needs, and will investigate opportunities to
divert municipal sewage and solid waste exports as potential feedstock sources of
hydrogen for use by the DERs.
C. The Town of Ithaca is authorized to implement its DER program pursuant to §
10(1)(ii)(a)(11) and § 10(1)(ii)(a)(12) of the New York Municipal Home Rule Law.
§ 135-12. Definitions.
In addition to the definitions in § 135-2, the following definitions apply to this article.
COOPERATIVE — A group formed by building owners and Eligible Investors to invest
mutually in onsite DERs.
DER ADMINISTRATOR — A third party designated by the Town of Ithaca to administer,
under municipal oversight, DER activities within town boundaries, including DERs
implemented in coordination with the Town’s CCA program.
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DER PROGRAM ORGANIZER —A designated local nonprofit organization responsible for
educating energy users about participation in the DER program's voluntary investment
opportunities, as well as supporting the organization of Cooperatives by neighbors. This
group will typically secure participation from local governments and engage in preliminary
outreach and education around DERs.
ELIGIBLE INVESTORS (INVESTORS) — Consumers of electricity and/or natural gas who
receive Default Service from the Distribution Utility, at one or more locations within the
geographic boundaries of the Town of Ithaca.
ENERGY EFFICIENCY RETROFITTING AND THERMAL LOAD ELECTRIFICATION
PROGRAM — The City of Ithaca's program along with financial partners to determine
potential energy efficiency improvements on residential and commercial buildings and
provide financing for voluntary loans and leasing programs available to Eligible Investors in
the City of Ithaca, as well as in the Town of Ithaca, to pay for efficiency and electrification
projects, with an emphasis on serving disadvantaged communities.
ENERGY LOAN ACCOUNT — An individual Customer's DER investment repayment,
Shares loan repayment or Cooperative loan repayment account voluntarily subscribed by an
Eligible Investor to finance their DER investment.
EQUITY — Ownership benefits, financial and/or physical, from participating in voluntary
investments in local DERs.
OPT-UP — An affirmative decision of an Eligible Investor to voluntarily invest in a local
DER project in the form of Shares.
OPT-WITH — An affirmative decision of an Eligible Investor to voluntarily invest in a local
DER project in the form of Cooperative membership.
SHARES — Units of ownership by an Eligible Investor in local DERs, whether through
investment in a designated DER project that is located in a nearby building, or through
membership enrollment in a designated on-site DER Cooperative.
§ 135-13. DER program established.
A. The Town of Ithaca hereby establishes a DER program that is governed by the Town’s
Local Distributed Energy Resource Plan, which Plan the Town Board may adopt and
amend from time to time by resolution.
B. The Town of Ithaca may select a third party as DER Administrator.
C. The DER Administrator may establish a system of Energy Loan Accounts to engage
Eligible Investors, prequalify lenders, and track the performance of DER investments by
Eligible Investors who elect to voluntarily invest in DERs.
D. The Town of Ithaca's intermunicipal agreement with the City of Ithaca and other
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municipalities in Tompkins County, and potentially municipalities in adjoining counties
may also support Eligible Investors' access to DERs, including potentially the City's
Energy Efficiency Retrofitting and Thermal Load Electrification Program resources, and
shall include a process for other municipalities in Tompkins County to offer their
Eligible Investors such resources to join the DER program.
E. The DER Administrator may evaluate local DER opportunities, facilitate DER
procurement, any and advise Eligible Investors regarding bids for DER projects.
F. The DER Administrator may directly enroll Eligible Investors through an opt-in
procedure into the following DER investment options:
(1) To purchase an individually-owned DER project;
(2) To Opt-Up to purchase Shares in a neighborhood DER project; and
(3) To Opt-With neighbors in a Cooperative to own and operate on-site DERs.
G. The DER Administrator may create a system of Cooperative ownership to facilitate
transactions and settlements by Share owners of a DER project to compensate each
other for ownership and use of such DER Equity, and may facilitate funding, including
through the City of Ithaca's Energy Efficiency Retrofitting and Thermal Load
Electrification Program or other sources.
H. The DER Administrator may designate one or more DER Program Organizers to assist
in the education and engagement of Eligible Consumers, Eligible Investors and
municipalities in Tompkins County to participate in the DER program.
I. The Town of Ithaca may designate all Town-owned properties and rights-of-way
available, where allowed by law, for accommodation and connection of DERs,
including microgrids, electric vehicle chargers, and geothermal microdistricts, and
authorizes the Department of Public Works to develop protocols for DER access.
J. The Town of Ithaca may make up to 49% of Equity in any municipally sited DERs
available for voluntary Share investments by Eligible Investors.
K. All Eligible Investors electing to participate in a DER Investment shall be enrolled on an
affirmative voluntary, opt-in basis, whether individually, or through a decision to Opt-
Up to own DERs as an individual or to Opt-With to own DERs through membership in
a Cooperative.
L. All Eligible Investors shall be eligible to participate in DER Shares and Cooperatives,
provided that their ability to participate shall depend upon the availability of DER
projects and financing.
§ 135-14. DER investor account support.
DER Investors shall be provided Investor account support by the DER Administrator,
including a toll-free telephone number available during normal business hours (9:00 a.m. to
5:00 p.m. Eastern time, Monday through Friday) to resolve concerns, answer questions, and
transact business with respect to the service received from the DER provider vendor, as well
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as a secure Investor-specific online account, scheduled direct mail, and messages inserted
into Town of Ithaca scheduled direct mail and public notices.
§ 135-15. DER data protection requirements.
A. Town of Ithaca departments and other CCA program member municipalities involved in
supporting the CCA program and DER Shares service and DER Cooperative service will
share energy data and other data with their respective CCA and DER Administrators to
tailor DER products to Eligible Consumers and Eligible Investors, and to facilitate
Investor engagement, program administration, operations, billing and collection,
provided that any use of an Eligible Consumer's Customer-Specific Data for DER-
related purposes will be conditioned upon receipt of affirmative permission from each
customer who elects to receive DER investment offers and/or become a DER Investor.
B. Customer-Specific Data shall be protected in a manner compliant with, collectively:
(1) All national, state and local laws, regulations or other government standards
relating to the protection of information that identifies or can be used to identify an
individual with respect to the CCA Administrator's, DER Administrator’s and
Town of Ithaca’s processing of confidential utility information;
(2) The utility's internal requirements and procedures relating to the protection of
information that identifies or can be used to identify an individual with respect to
the Town of Ithaca or its representative's processing of confidential utility
information; and
(3) The PSC CCA Orders and PSC rules, regulations and guidelines relating to
confidential data.
§ 135-16. DER administration fee.
The DER Administrator may collect, or cause to be collected, funds from DER Investor
payments, DER developers or DER lenders, to pay for administrative costs associated with
running the DER program.
§ 135-17. DER reporting.
An annual report shall be prepared by the DER Administrator, which report shall be filed
with the Town Board of the Town of Ithaca by March 31 of each year and cover the previous
calendar year. DER annual reports shall include, at a minimum, number of Eligible Investors
served, number of complaints received, carbon reductions resulting, and administrative costs
collected. Information shall be broken down by municipality, where applicable.”
Section 2. In the event that any portion of this law is declared invalid by a court of
competent jurisdiction, the validity of the remaining portions shall not be affected by such
declaration of invalidity.
Section 3. This local law shall take effect upon its filing with the New York Secretary of
State.
Item 6e(i)
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MEETING OF THE ITHACA TOWN BOARD
June 9, 2025
TB Resolution 2025 - : SEQR: Adoption of Local Law Deleting Town of Ithaca Code Chapter
157, Flood Damage Prevention, and Replacing it with a new Chapter 157, Flood Damage
Prevention
Whereas, this action is the adoption of a local law deleting Town of Ithaca Code Chapter 157, Flood
Damage Prevention, and replacing in its entirety with a new Chapter 157, Flood Damage Prevention;
and
Whereas, this is an Unlisted action for which the Town of Ithaca Town Board is acting as lead
agency with respect to the enactment of the proposed local law; and
Whereas, the Town Board, at a public hearing held on June 9, 2025, has reviewed and accepted
as adequate a Short Environmental Assessment Form (SEAF) Parts 1, 2, and 3 for this action,
along with other application materials; now, therefore, be it
Resolved, that the Town of Ithaca Town Board hereby makes a negative determination of
environmental significance, in accordance with the New York State Environmental Quality
Review Act for the above referenced action as proposed based on the information in the SEAF
Part 1 and for the reasons set forth in the SEAF Parts 2 and 3, and, therefore, an Environmental
Impact Statement will not be required.
Moved: Seconded:
Vote:
Item 3e
1
MEETING OF THE ITHACA TOWN BOARD
June 9, 2025
TB Resolution 2025- : Adoption of Local Law of 2025 A Local Law Deleting Town of Ithaca
Code Chapter 157, Flood Damage Prevention, and Replacing it with a new Chapter 157, Flood
Damage Prevention
Whereas, at their meetings on February 20, 2025 and March 20, 2025, the Planning Committee
discussed and recommended to the Town Board replacement of the existing Flood Damage
Prevention Local Law, and
Whereas, the Ithaca Town Board scheduled a public hearing to be held by the Board on June 9, 2025
at 5:30 p.m. to hear all interested parties on the proposed local law entitled “A Local Law Deleting
Town of Ithaca Code Chapter 157, Flood Damage Prevention, and Replacing it with a new
Chapter 157, Flood Damage Prevention,” and
Whereas, notice of said public hearing was duly advertised in the Ithaca Journal, and
Whereas, said public hearing was duly held on said date and time at the Town Hall of the Town of
Ithaca and all parties in attendance were permitted an opportunity to speak on behalf of or in
opposition to said proposed local law, or any part thereof, and
Whereas, pursuant to the New York State Environmental Quality Review Act (“SEQRA”) and its
implementing regulations at 6 NYCRR Part 617, adoption of said local law is an Unlisted Action for
which the Town Board of the Town of Ithaca, acting as lead agency in an environmental re-view
with respect to adoption of this local law, has, on June 9, 2025, made a negative de-termination of
environmental significance, after having reviewed and accepted as adequate a Short Environmental
Assessment Form Parts 1, 2 and 3; and
Whereas, the Town Board finds that the amendments to the Town Code replacing provisions for
Flood Damage Prevention further the health and welfare of the community and are in accordance
with the Comprehensive Plan, now, therefore, be it
Resolved, that the Town Board of the Town of Ithaca hereby adopts Local Law #__ of 2025 entitled
“A Local Law Deleting Town of Ithaca Code Chapter 157, Flood Damage Prevention, and
Replacing it with a new Chapter 157, Flood Damage Prevention”; and it is further
Resolved, that the Town Clerk is hereby authorized and directed to file said local law with the
Secretary of State as required by law.
Moved: Seconded:
Vote:
Item 3e
1
TOWN OF ITHACA
LOCAL LAW NO. ___ OF THE YEAR 2025
A LOCAL LAW DELETING TOWN OF ITHACA CODE CHAPTER 157, FLOOD
DAMAGE PREVENTION, AND REPLACING IT WITH A NEW CHAPTER 157,
FLOOD DAMAGE PREVENTION
Be it enacted by the Town Board of the Town of Ithaca as follows:
Section 1. Chapter 157 (Flood Damage Prevention) of the Town of Ithaca Code is
amended by deleting Chapter 157 and replacing it with the following new Chapter 157 (Flood
Damage Prevention):
“CHAPTER 157 FLOOD DAMAGE PREVENTION
§ 157-1. Statutory authorization and purpose.
A. Findings.
The Town Board of the Town of Ithaca finds that the potential and/or actual damages from
flooding and erosion may be a problem to the residents of the Town of Ithaca and that such
damages may include: destruction or loss of private and public housing, damage to public fa-
cilities, both publicly and privately owned, and injury to and loss of human life. To mini-
mize the threat of such damages and to achieve the purposes and objectives hereinafter set
forth, this chapter is adopted as authorized by the New York State Constitution, Article IX,
Section 2, and New York Environmental Conservation Law, Article 36.
B. Statement of purpose.
It is the purpose of this chapter to promote the public health, safety, and general welfare, and
to minimize public and private losses due to flood conditions in specific areas by provisions
designed to:
(1) regulate uses which are dangerous to health, safety and property due to water or ero-
sion hazards, or which result in damaging increases in erosion or in flood heights or
velocities;
(2) require that uses vulnerable to floods, including facilities which serve such uses, be
protected against flood damage at the time of initial construction;
(3) control the alteration of natural floodplains, stream channels, and natural protective
barriers which are involved in the accommodation of flood waters;
(4) control filling, grading, dredging and other development which may increase erosion
or flood damages;
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(5) regulate the construction of flood barriers which will unnaturally divert flood waters
or which may increase flood hazards to other lands, and;
(6) qualify and maintain for participation in the National Flood Insurance Program.
C. Objectives.
The objectives of this chapter are:
(l) to protect human life and health;
(2) to minimize expenditure of public money for costly flood control projects;
(3) to minimize the need for rescue and relief efforts associated with flooding and gener-
ally undertaken at the expense of the general public;
(4) to minimize prolonged business interruptions;
(5) to minimize damage to public facilities and utilities such as water and gas mains,
electric, telephone, sewer lines, streets and bridges located in areas of special flood
hazard;
(6) to help maintain a stable tax base by providing for the sound use and development of
areas of special flood hazard so as to minimize future flood blight areas;
(7) to provide that developers are notified that property is in an area of special flood haz-
ard; and,
(8) to ensure that those who occupy the areas of special flood hazard assume responsibil-
ity for their actions.
§ 157-2. Definitions.
Unless specifically defined below, words or phrases used in this chapter shall be interpreted so as
to give them the meaning they have in common usage and to give this chapter its most reasona-
ble application.
“Accessory Structure” is a structure used solely for parking (two-car detached garages or
smaller) or limited storage, represent a minimal investment of not more than 10 percent of the
value of the primary structure, and may not be used for human habitation.
"Appeal" means a request for a review of the Local Administrator's interpretation of any provi-
sion of this chapter or a request for a variance.
"Area of shallow flooding" means a designated AO, AH or VO Zone on a community's Flood
Insurance Rate Map (FIRM) with a one percent or greater annual chance of flooding to an aver-
age annual depth of one to three feet where a clearly defined channel does not exist, where the
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path of flooding is unpredictable and where velocity flow may be evident. Such flooding is char-
acterized by ponding or sheet flow.
"Area of special flood hazard" is the land in the floodplain within a community subject to a
one percent or greater chance of flooding in any given year. This area may be designated as Zone
A, AE, AH, AO, A1-A30, A99, V, VO, VE, or V1-V30. It is also commonly referred to as the
base floodplain or l00-year floodplain. For purposes of this chapter, the term “special flood haz-
ard area (SFHA)” is synonymous in meaning with the phrase “area of special flood hazard.”
"Base flood" means the flood having a one percent chance of being equaled or exceeded in any
given year.
"Basement" means that portion of a building having its floor subgrade (below ground level) on
all sides.
"Building" see "Structure"
"Cellar" has the same meaning as "Basement".
"Crawl Space" means an enclosed area beneath the lowest elevated floor, eighteen inches or
more in height, which is used to service the underside of the lowest elevated floor. The elevation
of the floor of this enclosed area, which may be of soil, gravel, concrete or other material, must
be equal to or above the lowest adjacent exterior grade. The enclosed crawl space area shall be
properly vented to allow for the equalization of hydrostatic forces which would be experienced
during periods of flooding.
“Critical facilities” means:
(1) Structures or facilities that produce, use, or store highly volatile, flammable, explosive,
toxic and/or water-reactive materials;
(2) Hospitals and nursing homes;
(3) Police stations, fire stations, vehicle and equipment storage facilities, and emergency op-
erations centers that are needed for flood response activities before, during, and after a
flood.
"Development" means any man-made change to improved or unimproved real estate, including
but not limited to buildings or other structures, mining, dredging, filling, paving, excavation or
drilling operations or storage of equipment or materials.
“Director of Code Enforcement” means The Town of Ithaca's Director of Code Enforcement,
or their designee.
"Elevated building" means a non-basement building (i) built, in the case of a building in Zones
A1-A30, AE, A, A99, AO, AH, B, C, X, or D, to have the top of the elevated floor, or in the case
of a building in Zones V1-30, VE, or V, to have the bottom of the lowest horizontal structure
member of the elevated floor, elevated above the ground level by means of pilings, columns
(posts and piers), or shear walls parallel to the flow of the water and (ii) adequately anchored so
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as not to impair the structural integrity of the building during a flood of up to the magnitude of
the base flood. In the case of Zones A1-A30, AE, A, A99, AO, AH, B, C, X, or D, "elevated
building" also includes a building elevated by means of fill or solid foundation perimeter walls
with openings sufficient to facilitate the unimpeded movement of flood waters. In the case of
Zones V1-V30, VE, or V, "elevated building" also includes a building otherwise meeting the
definition of "elevated building", even though the lower area is enclosed by means of breakaway
walls that meet the federal standards.
"Federal Emergency Management Agency" means the Federal agency that administers the
National Flood Insurance Program.
"Flood" or "Flooding" means a general and temporary condition of partial or complete inunda-
tion of normally dry land areas from:
(l) the overflow of inland or tidal waters;
(2) the unusual and rapid accumulation or runoff of surface waters from any source.
"Flood" or "flooding" also means the collapse or subsidence of land along the shore of a lake or
other body of water as a result of erosion or undermining caused by waves or currents of water
exceeding anticipated cyclical levels or suddenly caused by an unusually high water level in a
natural body of water, accompanied by a severe storm, or by an unanticipated force of nature,
such as a flash flood or an abnormal tidal surge, or by some similarly unusual and unforeseeable
event which results in flooding as defined in (1) above.
"Flood Boundary and Floodway Map (FBFM)" means an official map of the community pub-
lished by the Federal Emergency Management Agency as part of a riverine community's Flood
Insurance Study. The FBFM delineates a Regulatory Floodway along water courses studied in
detail in the Flood Insurance Study.
"Flood Elevation Study" means an examination, evaluation and determination of the flood haz-
ards and, if appropriate, corresponding water surface elevations, or an examination, evaluation
and determination of flood- related erosion hazards.
"Flood Hazard Boundary Map (FHBM)" means an official map of a community, issued by
the Federal Emergency Management Agency, where the boundaries of the areas of special flood
hazard have been designated as Zone A but no flood elevations are provided.
"Flood Insurance Rate Map (FIRM)" means an official map of a community, on which the
Federal Emergency Management Agency has delineated both the areas of special flood hazard
and the risk premium zones applicable to the community.
"Flood Insurance Study" see "flood elevation study".
"Floodplain" or "Flood-prone area" means any land area susceptible to being inundated by
water from any source (see definition of "Flooding").
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"Floodproofing" means any combination of structural and non-structural additions, changes, or
adjustments to structures which reduce or eliminate flood damage to real estate or improved real
property, water and sanitary facilities, structures and their contents.
"Floodway" - has the same meaning as "Regulatory Floodway".
"Functionally dependent use" means a use which cannot perform its intended purpose unless it
is located or carried out in close proximity to water, such as a docking or port facility necessary
for the loading and unloading of cargo or passengers, shipbuilding, and ship repair facilities. The
term does not include long-term storage, manufacturing, sales, or service facilities.
"Highest adjacent grade" means the highest natural elevation of the ground surface, prior to
construction, next to the proposed walls of a structure.
"Historic structure" means any structure that is:
(1) listed individually in the National Register of Historic Places (a listing maintained by the
Department of the Interior) or preliminarily determined by the Secretary of the Interior as
meeting the requirements for individual listing on the National Register;
(2) certified or preliminarily determined by the Secretary of the Interior as contributing to the
historical significance of a registered historic district or a district preliminarily deter-
mined by the Secretary to qualify as a registered historic district;
(3) individually listed on a state inventory of historic places in states with historic preserva-
tion programs which have been approved by the Secretary of the Interior; or
(4) individually listed on a local inventory of historic places in communities with historic
preservation programs that have been certified either:
(a) by an approved state program as determined by the Secretary of the Interior or
(b) directly by the Secretary of the Interior in states without approved programs.
"Local Administrator" is the person appointed by the community to administer and implement
this chapter by granting or denying development permits in accordance with its provisions. This
person is often the Building Inspector, Code Enforcement Officer, or employee of an engineering
department.
"Lowest floor" means lowest floor of the lowest enclosed area (including basement or cellar).
An unfinished or flood resistant enclosure, usable solely for parking of vehicles, building access,
or storage in an area other than a basement area is not considered a building's lowest floor; pro-
vided, that such enclosure is not built so as to render the structure in violation of the applicable
non-elevation design requirements of this chapter.
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"Manufactured home" means a structure, transportable in one or more sections, which is built
on a permanent chassis and designed to be used with or without a permanent foundation when
connected to the required utilities. The term does not include a "Recreational vehicle"
"Manufactured home park or subdivision" means a parcel (or contiguous parcels) of land di-
vided into two or more manufactured home lots for rent or sale.
"Mean sea level" means, for purposes of the National Flood Insurance Program, the National
Geodetic Vertical Datum (NGVD) of l929, the North American Vertical Datum of 1988 (NAVD
88), or other datum, to which base flood elevations shown on a community's Flood Insurance
Rate Map are referenced.
"Mobile home" - has the same meaning as "Manufactured home".
"New construction" means structures for which the "start of construction" commenced on or
after the effective date of a floodplain management regulation adopted by the community and in-
cludes any subsequent improvements to such structure.
"One-hundred-year flood" or "100-year flood" has the same meaning as "Base Flood".
"Principally above ground" means that at least 5l percent of the actual cash value of the struc-
ture, excluding land value, is above ground.
"Recreational vehicle" means a vehicle which is:
(1) built on a single chassis;
(2) 400 square feet or less when measured at the largest horizontal projections;
(3) designed to be self-propelled or permanently towable by a light duty truck; and,
(4) not designed primarily for use as a permanent dwelling but as temporary living quarters
for recreational, camping, travel, or seasonal use.
"Regulatory Floodway" means the channel of a river or other watercourse and the adjacent
land areas that must be reserved in order to discharge the base flood without cumulatively in-
creasing the water surface elevation more than a designated height as determined by the Federal
Emergency Management Agency in a Flood Insurance Study or by other agencies as provided in
Section 157-4.D(2) of this chapter.
"Start of construction" means the date of permit issuance for new construction and substantial
improvements to existing structures, provided that actual start of construction, repair, reconstruc-
tion, rehabilitation, addition placement, or other improvement is within 180 days after the date of
issuance. The actual start of construction means the first placement of permanent construction of
a building (including a manufactured home) on a site, such as the pouring of a slab or footings,
installation of pilings or construction of columns.
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Permanent construction does not include land preparation (such as clearing, excavation, grading,
or filling), or the installation of streets or walkways, or excavation for a basement, footings, piers
or foundations, or the erection of temporary forms, or the installation of accessory buildings such
as garages or sheds not occupied as dwelling units or not part of the main building. For a sub-
stantial improvement, the actual “start of construction” means the first alteration of any wall,
ceiling, floor, or other structural part of a building, whether or not that alteration affects the ex-
ternal dimensions of the building.
"Structure" means a walled and roofed building, including a gas or liquid storage tank that is
principally above ground, as well as a manufactured home.
"Substantial damage" means damage of any origin sustained by a structure whereby the cost of
restoring the structure to its before damaged condition would equal or exceed 50 percent of the
market value of the structure before the damage occurred.
"Substantial improvement" means any reconstruction, rehabilitation, addition, or other im-
provement of a structure, the cost of which equals or exceeds 50 percent of the market value of
the structure before the "start of construction" of the improvement. The term includes structures
which have incurred "substantial damage", regardless of the actual repair work performed. The
term does not, however, include either:
(1) any project for improvement of a structure to correct existing violations of state or local
health, sanitary, or safety code specifications which have been identified by the local
code enforcement official and which are the minimum necessary to assure safe living
conditions; or
(2) any alteration of a "Historic structure", provided that the alteration will not preclude the
structure's continued designation as a "Historic structure".
"Variance" means a grant of relief from the requirements of this chapter which permits con-
struction or use in a manner that would otherwise be prohibited by this chapter.
“Violation” means the failure of a structure or other development to be fully compliant with the
community’s flood plain management regulations.
“Zoning Board of Appeals” means the Zoning Board of Appeals as established by the Town of
Ithaca Town Board.
§ 157-3. General provisions.
A. Lands to which this chapter applies.
This chapter shall apply to all areas of special flood hazard within the jurisdiction of the
Town of Ithaca, Tompkins County.
B. Basis for establishing the areas of special flood hazard.
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The areas of special flood hazard for the Town of Ithaca, Community Number 360851 are
identified and defined on the following documents prepared by the Federal Emergency Man-
agement Agency.
(1) Flood Insurance Rate Map Panels:
36109C0177D, 36109C0179D, 36109C0181D, 36109C0182D, 36109C0183D,
36109C0184D, 36109C0187D, 36109C0189D, 36109C0191D, 36109C0192D,
36109C0193D, 36109C0194D, 36109C0201D, 36109C0202D, 36109C0203D,
36109C0204D, 36109C0211D, 36109C0212D, 36109C0213D, 36109C0214D
whose effective date is June 18, 2025.
(2) A scientific and engineering report entitled “Flood Insurance Study, Tompkins
County, New York, (All Jurisdictions),” dated June 18, 2025.
The above documents are hereby adopted and declared to be a part of this chapter. The
Flood Insurance Study and/or maps are on file at: 215 North Tioga St. Ithaca NY, 14850
C. Interpretation and conflict with other laws.
This chapter includes all revisions to the National Flood Insurance Program through June 26,
2001, and shall supersede all previous laws adopted for the purpose of flood damage preven-
tion.
In their interpretation and application, the provisions of this chapter shall be held to be mini-
mum requirements, adopted for the promotion of the public health, safety, and welfare.
Whenever the requirements of this chapter are at variance with the requirements of any other
lawfully adopted rules, regulations, or ordinances, the most restrictive, or that imposing the
higher standards, shall govern.
D. Severability.
The invalidity of any section or provision of this chapter shall not invalidate any other sec-
tion or provision thereof.
E. Penalties for non-compliance.
No structure in an area of special flood hazard shall hereafter be constructed, located, ex-
tended, converted, or altered and no land shall be excavated or filled without full compliance
with the terms of this chapter and any other applicable regulations. Any infraction of the
provisions of this chapter by failure to comply with any of its requirements, including infrac-
tions of conditions and safeguards established in connection with conditions of the permit,
shall constitute a violation. Any person who violates this chapter or fails to comply with any
of its requirements shall, upon conviction thereof, be fined no more than $250 or imprisoned
for not more than l5 days or both. Each day of noncompliance shall be considered a separate
offense. Nothing herein contained shall prevent the Town of Ithaca from taking such other
lawful action as necessary to prevent or remedy an infraction. Any structure found not com-
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9
pliant with the requirements of this chapter for which the developer and/or owner has not ap-
plied for and received an approved variance under Section 157-6 will be declared non-com-
pliant and notification sent to the Federal Emergency Management Agency.
F. Warning and disclaimer of liability.
The degree of flood protection required by this chapter is considered reasonable for regula-
tory purposes and is based on scientific and engineering considerations. Larger floods can
and will occur on rare occasions. Flood heights may be increased by man-made or natural
causes. This chapter does not imply that land outside the area of special flood hazards or
uses permitted within such areas will be free from flooding or flood damages. This chapter
shall not create liability on the part of the Town of Ithaca, any officer or employee thereof, or
the Federal Emergency Management Agency, for any flood damages that result from reliance
on this chapter, or any administrative decision lawfully made there under.
§ 157-4. Administration.
A. Designation of the local administrator.
The Director of Code Enforcement is hereby appointed Local Administrator to administer
and implement this chapter by granting or denying floodplain development permits in ac-
cordance with its provisions.
B. The floodplain development permit.
(1) Purpose.
A floodplain development permit is hereby established for all construction and other de-
velopment to be undertaken in areas of special flood hazard in this community for the
purpose of protecting its citizens from increased flood hazards and ensuring that new de-
velopment is constructed in a manner that minimizes its exposure to flooding. It shall be
unlawful to undertake any development in an area of special flood hazard, as shown on
the Flood Insurance Rate Map enumerated in Section 157-3.B, without a valid floodplain
development permit. Application for a permit shall be made on forms furnished by the
Local Administrator and may include, but not be limited to: plans, in duplicate, drawn to
scale and showing: the nature, location, dimensions, and elevations of the area in ques-
tion; existing or proposed structures, fill, storage of materials, drainage facilities, and the
location of the foregoing.
(2) Fees.
All applications for a floodplain development permit shall be accompanied by an applica-
tion fee as set from time to time by Town Board resolution. In addition, the applicant
shall be responsible for reimbursing the Town of Ithaca for any additional costs necessary
for review, inspection and approval of this project. The Local Administrator may require
a deposit of no more than $500.00 to cover these additional costs.
C. Application for a permit.
The applicant shall provide the following information as appropriate. Additional information
may be required on the permit application form.
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10
(1) The proposed elevation, in relation to mean sea level, of the lowest floor (including
basement or cellar) of any new or substantially improved residential structure to be
located in a special flood hazard area. Upon completion of the lowest floor, the per-
mitee shall submit to the Local Administrator the as-built elevation, certified by a li-
censed professional engineer or surveyor.
(2) The proposed elevation, in relation to mean sea level, of the lowest floor (including
basement or cellar) of any new or substantially improved non-residential structure to
be located in Zones A1-A30, AE, or AH or Zone A if base flood elevation data are
available. Upon completion of the lowest floor, the permitee shall submit to the Lo-
cal Administrator the as-built elevation, certified by a licensed professional engineer
or surveyor.
(3) The proposed elevation, in relation to mean sea level, to which any new or substan-
tially improved non-residential structure will be floodproofed. Upon completion of
the floodproofed portion of the structure, the permitee shall submit to the Local Ad-
ministrator the as-built floodproofed elevation, certified by a professional engineer or
surveyor.
(4) A certificate from a licensed professional engineer or architect that any utility flood-
proofing will meet the criteria in Section 157-5.B(3), Utilities.
(5) A certificate from a licensed professional engineer or architect that any non-residen-
tial floodproofed structure will meet the floodproofing criteria in Section 157-5.D,
Non-residential structures.
(6) A description of the extent to which any watercourse will be altered or relocated as a
result of proposed development. Computations by a licensed professional engineer
must be submitted that demonstrate that the altered or relocated segment will provide
equal or greater conveyance than the original stream segment. The applicant must
submit any maps, computations or other material required by the Federal Emergency
Management Agency (FEMA) to revise the documents enumerated in Section 157-
3.B, when notified by the Local Administrator, and must pay any fees or other costs
assessed by FEMA for this purpose. The applicant must also provide assurances that
the conveyance capacity of the altered or relocated stream segment will be main-
tained.
(7) A technical analysis, by a licensed professional engineer, if required by the Local Ad-
ministrator, which shows whether proposed development to be located in an area of
special flood hazard may result in physical damage to any other property.
(8) In Zone A, when no base flood elevation data are available from other sources, base
flood elevation data shall be provided by the permit applicant for subdivision pro-
posals and other proposed developments (including proposals for manufactured home
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11
and recreational vehicle parks and subdivisions) that are greater than either 50 lots or
5 acres.
D. Duties and responsibilities of the local administrator.
Duties of the Local Administrator shall include, but not be limited to the following.
(1) Permit application review.
The Local Administrator shall conduct the following permit application review before is-
suing a floodplain development permit:
(a) Review all applications for completeness, particularly with the requirements of
subsection C above, Application for a permit, and for compliance with the provi-
sions and standards of this chapter.
(b) Review subdivision and other proposed new development, including manufac-
tured home parks to determine whether proposed building sites will be reasonably
safe from flooding. If a proposed building site is located in an area of special
flood hazard, all new construction and substantial improvements shall meet the
applicable standards of Section 157-5, Construction standards and, in particular,
Section 157-5.A(1), Subdivision proposals.
(c) Determine whether any proposed development in an area of special flood hazard
may result in physical damage to any other property (e.g., stream bank erosion
and increased flood velocities). The Local Administrator may require the appli-
cant to submit additional technical analyses and data necessary to complete the
determination.
If the proposed development may result in physical damage to any other property or
fails to meet the requirements of Section 157-5, Construction standards, no permit
shall be issued. The applicant may revise the application to include measures that
mitigate or eliminate the adverse effects and re-submit the application.
(d) Determine that all necessary permits have been received from those governmental
agencies from which approval is required by State or Federal law.
(2) Use of other flood data.
(a) When the Federal Emergency Management Agency has designated areas of
special flood hazard on the community's Flood Insurance Rate map (FIRM) but
has neither produced water surface elevation data (these areas are designated
Zone A or V on the FIRM) nor identified a floodway, the Local Administrator
shall obtain, review and reasonably utilize any base flood elevation and flood-
way data available from a Federal, State or other source, including data devel-
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12
oped pursuant to Section 157-4.C(7), as criteria for requiring that new con-
struction, substantial improvements or other proposed development meet the
requirements of this chapter.
(b) When base flood elevation data are not available, the Local Administrator may
use flood information from any other authoritative source, such as historical
data, to establish flood elevations within the areas of special flood hazard, for
the purposes of this chapter.
(c) When an area of special flood hazard, base flood elevation, and/or floodway
data are available from a Federal, State or other authoritative source, but differ
from the data in the documents enumerated in Section 157-3.B, the Local Ad-
ministrator may reasonably utilize the other flood information to enforce more
restrictive development standards.
(3) Alteration of watercourses.
(a) Notification to adjacent municipalities that may be affected and the New York
State Department of Environmental Conservation prior to permitting any altera-
tion or relocation of a watercourse and submit evidence of such notification to the
Regional Administrator, Region II, Federal Emergency Management Agency.
(b) Determine that the permit holder has provided for maintenance within the altered
or relocated portion of said watercourse so that the flood carrying capacity is not
diminished.
(4) Construction stage.
(a) In Zones A1-A30, AE and AH, and Zone A if base flood elevation data are
available, upon placement of the lowest floor or completion of floodproofing
of a new or substantially improved structure, obtain from the permit holder a
certification of the as-built elevation of the lowest floor or floodproofed eleva-
tion, in relation to mean sea level. The certificate shall be prepared by or under
the direct supervision of a licensed land surveyor or professional engineer and
certified by same. For manufactured homes, the permit holder shall submit the
certificate of elevation upon placement of the structure on the site. A certifi-
cate of elevation must also be submitted for a recreational vehicle if it remains
on a site for 180 consecutive days or longer (unless it is fully licensed and
ready for highway use).
(b) Any further work undertaken prior to submission and approval of the certifica-
tion shall be at the permit holder's risk. The Local Administrator shall review
all data submitted. Deficiencies detected shall be cause to issue a stop work
order for the project unless immediately corrected.
(5) Inspections.
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13
The Local Administrator and/or the developer's engineer or architect shall make peri-
odic inspections at appropriate times throughout the period of construction to moni-
tor compliance with permit conditions and enable said inspector to certify, if re-
quested, that the development is in compliance with the requirements of the flood-
plain development permit and/or any variance provisions.
(6) Stop-work orders.
(a) The Local Administrator shall issue, or cause to be issued, a stop work order
for any floodplain development found ongoing without a development permit.
Disregard of a stop work order shall subject the violator to the penalties de-
scribed in Section 157-3.E of this chapter.
(b) The Local Administrator shall issue, or cause to be issued, a stop work order
for any floodplain development found non-compliant with the provisions of
this chapter and/or the conditions of the development permit. Disregard of a
stop work order shall subject the violator to the penalties described in Section
157-3.E of this chapter.
(7) Certificate of compliance.
(a) In areas of special flood hazard, as determined by documents enumerated in
Section 157-3.B, it shall be unlawful to occupy or to permit the use or occu-
pancy of any building or premises, or both, or part thereof hereafter created,
erected, changed, converted or wholly or partly altered or enlarged in its use or
structure until a certificate of compliance has been issued by the Local Admin-
istrator stating that the building or land conforms to the requirements of this
chapter.
(b) A certificate of compliance shall be issued by the Local Administrator upon
satisfactory completion of all development in areas of special flood hazard.
(c) Issuance of the certificate shall be based upon the inspections conducted as
prescribed in Section 157-4.D(5), Inspections, and/or any certified elevations,
hydraulic data, floodproofing, anchoring requirements or encroachment anal-
yses which may have been required as a condition of the approved permit.
(8) Information to be retained.
The Local Administrator shall retain and make available for inspection, copies of the
following:
(a) Floodplain development permits and certificates of compliance;
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14
(b) Certifications of as-built lowest floor elevations of structures, required pursu-
ant to Sections 157-4.D(4)(a) and 157-4.D(4)(b), and whether or not the struc-
tures contain a basement;
(c) Floodproofing certificates required pursuant to Section 157-4.D(4)(a), and
whether or not the structures contain a basement;
(d) Variances issued pursuant to Section 157-6, Variance Procedures; and,
(e) Notices required under section 157-4.D(3), Alteration of Watercourses.
§ 157-5. Construction standards.
A. General standards.
The following standards apply to new development, including new and substantially im-
proved structures, in the areas of special flood hazard shown on the Flood Insurance Rate
Map designated in Section 157-3.B.
(1) Subdivision proposals.
The following standards apply to all new subdivision proposals and other proposed
development in areas of special flood hazard (including proposals for manufactured
home and recreational vehicle parks and subdivisions):
(a) Proposals shall be consistent with the need to minimize flood damage;
(b) Public utilities and facilities such as sewer, gas, electrical and water systems
shall be located and constructed so as to minimize flood damage; and,
(c) Adequate drainage shall be provided to reduce exposure to flood damage.
(2) Encroachments.
(a) Within Zones A1-A30 and AE, on streams without a regulatory floodway, no
new construction, substantial improvements or other development (including
fill) shall be permitted unless:
(i) the applicant demonstrates that the cumulative effect of the proposed
development, when combined with all other existing and anticipated de-
velopment, will not increase the water surface elevation of the base flood
more than one foot at any location, or,
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15
(ii) the Town of Ithaca agrees to apply to the Federal Emergency Man-
agement Agency (FEMA)for a conditional FIRM revision, FEMA ap-
proval is received and the applicant provides all necessary data, analyses
and mapping and reimburses the Town of Ithaca for all fees and other
costs in relation to the application. The applicant must also provide all
data, analyses and mapping and reimburse the Town of Ithaca for all
costs related to the final map revision.
(b) On streams with a regulatory floodway, as shown on the Flood Boundary and
Floodway Map or the Flood Insurance Rate Map adopted in Section 157-3.B,
no new construction, substantial improvements or other development in the
floodway (including fill) shall be permitted unless:
(i) a technical evaluation by a licensed professional engineer demon-
strates through hydrologic and hydraulic analyses performed in accord-
ance with standard engineering practice that such an encroachment shall
not result in any increase in flood levels during occurrence of the base
flood, or,
(ii) the Town of Ithaca agrees to apply to the Federal Emergency Man-
agement Agency (FEMA) for a conditional FIRM and floodway revi-
sion, FEMA approval is received and the applicant provides all neces-
sary data, analyses and mapping and reimburses the Town of Ithaca for
all fees and other costs in relation to the application. The applicant must
also provide all data, analyses and mapping and reimburse the Town of
Ithaca for all costs related to the final map revisions.
(c) In Zones A1-A30, AE and AH, and also Zone A if base flood elevation data
are available, if any development is found to increase or decrease base flood
elevations, the Town of Ithaca shall as soon as practicable, but
not later than six months after the date such information becomes available,
notify FEMA and the New York State Department of Environmental Conser-
vation of the changes by submitting technical or scientific data in accordance
with standard engineering practice.
B. Standards for all structures.
The following standards apply to new development, including new and substantially im-
proved structures, in the areas of special flood hazard shown on the Flood Insurance Rate
Map designated in Section 157-3.B.
(1) Anchoring.
New structures and substantial improvement to structures in areas of special flood
hazard shall be anchored to prevent flotation, collapse, or lateral movement during
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16
the base flood. This requirement is in addition to applicable State and local anchor-
ing requirements for resisting wind forces.
(2) Construction materials and methods.
(a) New construction and substantial improvements to structures shall be con-
structed with materials and utility equipment resistant to flood damage.
(b) New construction and substantial improvements to structures shall be con-
structed using methods and practices that minimize flood damage.
(c) For enclosed areas below the lowest floor of a structure within Zones A1-A30,
AE, AO or A, new and substantially improved structures shall have fully en-
closed areas below the lowest floor that are useable solely for parking of vehi-
cles, building access or storage in an area other than a basement and which are
subject to flooding, designed to automatically equalize hydrostatic flood forces
on exterior walls by allowing for the entry and exit of flood waters. Designs
for meeting this requirement must either be certified by a licensed professional
engineer or architect or meet or exceed the following minimum criteria:
(i) a minimum of two openings of each enclosed area having a total net
area of not less than one square inch for every square foot of enclosed
area subject to flooding;
(ii) the bottom of all such openings no higher than one foot above the
lowest adjacent finished grade and;
(iii) openings not less than three inches in any direction.
Openings may be equipped with louvers, valves, screens or other coverings or
devices provided they permit the automatic entry and exit of floodwaters. En-
closed areas sub-grade on all sides are considered basements and are not per-
mitted.
(3) Utilities.
(a) New and replacement electrical equipment, heating, ventilating, air condition-
ing, plumbing connections, and other service equipment shall be located at
least two feet above the base flood elevation, at least three feet above the high-
est adjacent grade in a Zone A without an available base flood elevation where
permitted, or be designed to prevent water from entering and accumulating
within the components during a flood and to resist hydrostatic and hydrody-
namic loads and stresses. Electrical wiring and outlets, switches, junction
boxes and panels shall be elevated or designed to prevent water from entering
Item 3e
17
and accumulating within the components unless they conform to the appropri-
ate provisions of the electrical part of the Building Code of New York State or
the Residential Code of New York State for location of such items in wet loca-
tions;
(b) New and replacement water supply systems shall be designed to minimize or
eliminate infiltration of flood waters into the system;
(c) New and replacement sanitary sewage systems shall be designed to minimize
or eliminate infiltration of flood waters. Sanitary sewer and storm drainage
systems for buildings that have openings below the base flood elevation shall
be provided with automatic backflow valves or other automatic backflow de-
vices that are installed in each discharge line passing through a building's exte-
rior wall; and,
(d) On-site waste disposal systems shall be located to avoid impairment to them or
contamination from them during flooding.
(4) Storage tanks.
(a) Underground tanks shall be anchored to prevent flotation, collapse and lateral
movement during conditions of the base flood.
(b) Above-ground tanks shall be:
(i) anchored to prevent floatation, collapse or lateral movement during
conditions of the base flood or;
(ii) installed at or above the base flood elevation as shown on the Flood
Insurance Rate Map enumerated in Section 157-3.B plus two feet.
C. Residential structures.
(1) Elevation.
The following standards apply to new and substantially improved residential structures lo-
cated in areas of special flood hazard, in addition to the requirements in Sections 157-
5.A(1), Subdivision proposals, and 157-5.A(2), Encroachments, and Section 157-5.B,
Standards for all structures.
(a) Within Special Flood Hazard Areas, new construction and substantial improve-
ments shall have the lowest floor (including basement) elevated to or above two feet
above the base flood elevation.
(b) Within Zone A, if the Base flood elevation is not specified, a base flood elevation
shall be determined by either of the following:
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18
(i) Obtain and reasonably use data available from a federal, state or other
source plus 2 feet of freeboard or:
(ii) Determine the base flood elevation in accordance with accepted hydrologic
and hydraulic engineering practices, plus freeboard. Determinations shall be
undertaken by a registered design professional who shall be documented that
the technical methods used reflect currently accepted engineering practice.
Studies, analyses, and computations shall be submitted in sufficient detail to
allow thorough review and approval.
(c) Within Zone AO, new construction and substantial improvements shall have
the lowest floor (including basement) elevated above the highest adjacent
grade at least as high as the depth number specified in feet on the community's
Flood Insurance Rate Map enumerated in Section 157-3.B plus two feet of
freeboard, or not less than 3 feet if a depth number is not specified.
(d) Within Zones AH and AO, adequate drainage paths are required to guide flood
waters around and away from proposed structures on slopes.
D. Non-residential structures.
The following standards apply to new and substantially improved commercial, industrial
and other non-residential structures located in areas of special flood hazard, in addition to
the requirements in Sections 157-5.A(1), Subdivision proposals, and 157-5.A(2), En-
croachments, and Section 157-5.B, Standards for all structures.
(1) Within Zones A1-A30, AE and AH, and also Zone A if base flood elevation data are
available, new construction and substantial improvements of any non-residential
structure shall either:
(a) have the lowest floor, including basement or cellar, elevated to or above
two feet above the base flood elevation; or
(b) be floodproofed so that the structure is watertight below two feet above the
base flood elevation, including attendant utility and sanitary facilities, with
walls substantially impermeable to the passage of water. All structural compo-
nents located below the base flood level must be capable of resisting hydro-
static and hydrodynamic loads and the effects of buoyancy.
(2) Within Zone AO, new construction and substantial improvements of non-residential
structures shall:
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19
(a) have the lowest floor (including basement) elevated above the highest adja-
cent grade at least as high as the depth number specified in feet on the commu-
nity's FIRM plus two feet (at least three feet if no depth number is specified),
or
(b) together with attendant utility and sanitary facilities, be completely flood-
proofed to that level to meet the floodproofing standard specified in Section
157-5.(D)(1)(b).
(3) If the structure is to be floodproofed, a licensed professional engineer or architect
shall develop and/or review structural design, specifications, and plans for construc-
tion. A Floodproofing Certificate or other certification shall be provided to the Local
Administrator that certifies the design and methods of construction are in accordance
with accepted standards of practice for meeting the provisions of Section 157-
5.D(1)(b), including the specific elevation (in relation to mean sea level) to which the
structure is to be floodproofed.
(4) Within Zones AH and AO, adequate drainage paths are required to guide flood wa-
ters around and away from proposed structures on slopes.
(5) Within Zone A, when no base flood elevation data are available, the lowest floor (in-
cluding basement) shall be elevated at least three feet above the highest adjacent
grade.
E. Manufactured homes and recreational vehicles.
The following standards in addition to the standards in Section 157-5.A, General standards,
and Section 157-5.B, Standards for all structures apply, as indicated, in areas of special
flood hazard to manufactured homes and to recreational vehicles which are located in areas
of special flood hazard.
(1) Recreational vehicles placed on sites within Zones A1-A30, AE and AH shall either:
(a) be on site fewer than 180 consecutive days,
(b) be fully licensed and ready for highway use, or
(c) meet the requirements for manufactured homes in subparagraphs (2), (3)
and (4) of this subsection E.
A recreational vehicle is ready for highway use if it is on its wheels or jacking sys-
tem, is attached to the site only by quick disconnect type utilities and security de-
vices and has no permanently attached additions.
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20
(2) A manufactured home that is placed or substantially improved in Zones A1-A30,
AE, AH and Zone A shall be elevated on a permanent foundation such that the bot-
tom of the frame of the manufactured home chassis is elevated to or above two feet
above the base flood elevation and is securely anchored to an adequately anchored
foundation system to resist flotation, collapse and lateral movement.
(3) Within Zone AO, the bottom of the frame of the manufactured home chassis shall be
elevated above the highest adjacent grade at least as high as the depth number speci-
fied on the Flood Insurance Rate Map enumerated in Section 157-3.B plus two feet
(at least three feet if no depth number is specified).
(4) The foundation and anchorage of manufactured homes to be located in identified
floodways shall be designed and constructed in accordance with Section 157-
5.B(1),Anchoring.
F. Accessory structures including detached garages.
The following standards apply to new and substantially improved accessory structures, in-
cluding detached garages, in the areas of special flood hazard shown on the Flood Insur-
ance Rate Map designated in Section 157-3.B.
(1) The accessory structure must meet the definition of structure, for floodplain manage-
ment purposes, provided in 44 CFR § 59.1, where walled and roofed shall be inter-
preted as having two outside rigid walls and a fully secured roof.
(2) The accessory structure should be small, as defined by the community and approved
by FEMA, and represent a minimal investment. Accessory structures of any size may
be considered for a variance; however, FEMA considers accessory structures that
meet the following criteria to be small and therefore not necessarily in need of a vari-
ance, if the community chooses to allow it:
a. Located in an A Zone (A, AE, A1-A30, AR, A99) and less than or equal to the
size of a one-story, two-car garage.
(3) Accessory structures must meet the standards of Section 157-5.B(1), Anchoring,
(4) The portions of the accessory structure located below BFE plus two feet of freeboard
must be constructed with flood-resistant materials.
(5) Mechanical and utility equipment for the accessory structure must be elevated or dry
floodproofed to or above BFE plus two feet of freeboard.
(6) Within Zones AO and Zone A, if base flood elevation data are not available, areas
below three feet above the highest adjacent grade shall be constructed using methods
and practices that minimize flood damage.
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21
(7) The accessory structure must comply with the floodway encroachment provisions of
the NFIP.
(8) The accessory structure must be wet floodproofed to protect the structure from hy-
drostatic pressure. The design must meet the NFIP design and performance standards
for openings per 44 CFR § 60.3(c)(5) and must allow for the automatic entry and exit
of floodwaters without manual operation or the presence of a person (or persons).
G. Critical facilities.
In order to prevent potential flood damage to certain facilities that would result in serious
danger to life and health, or widespread social or economic dislocation, no new critical fa-
cility shall be located within any Area of Special Flood Hazard, or within any 500-year
flood zone shown as a B zone or a Shaded X zone on the Community’s Flood Insurance
Rate Maps.
§157-6. Variance procedure.
A. Appeals board.
(l) The Zoning Board of Appeals as established by the Town Board shall hear and de-
cide appeals and requests for variances from the requirements of this chapter.
(2) The Zoning Board of Appeals shall hear and decide appeals when it is alleged there
is an error in any requirement, decision, or determination made by the Local Admin-
istrator in the enforcement or administration of this chapter.
(3) Those aggrieved by the decision of the Zoning Board of Appeals may appeal such
decision to the Supreme Court pursuant to Article 78 of the New York Civil Practice
Law and Rules.
(4) In passing upon such applications, the Zoning Board of Appeals, shall consider all
technical evaluations, all relevant factors, standards specified in other sections of this
chapter and:
(a) the danger that materials may be swept onto other lands to the injury of oth-
ers;
(b) the danger to life and property due to flooding or erosion damage;
(c) the susceptibility of the proposed facility and its contents to flood damage
and the effect of such damage on the individual owner;
(d) the importance of the services provided by the proposed facility to the com-
munity;
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22
(e) the necessity to the facility of a waterfront location, where applicable;
(f) the availability of alternative locations for the proposed use which are not
subject to flooding or erosion damage;
(g) the compatibility of the proposed use with existing and anticipated develop-
ment;
(h) the relationship of the proposed use to the comprehensive plan and flood-
plain management program of that area;
(i) the safety of access to the property in times of flood for ordinary and emer-
gency vehicles;
(j) the costs to local governments and the dangers associated with conducting
search and rescue operations during periods of flooding;
(k) the expected heights, velocity, duration, rate of rise and sediment transport
of the flood waters and the effects of wave action, if applicable, expected at the
site; and
(l) the costs of providing governmental services during and after flood condi-
tions, including search and rescue operations, maintenance and repair of public
utilities and facilities such as sewer, gas, electrical, and water systems and
streets and bridges.
(5) Upon consideration of the factors of Section 157-6.A(4) and the purposes of this
chapter, the Zoning Board of Appeals may attach such conditions to the granting of
variances as it deems necessary to further the purposes of this chapter.
(6) The Local Administrator shall maintain the records of all appeal actions including
technical information and report any variances to the Federal Emergency Manage-
ment Agency upon request.
B. Conditions for variances.
(l) Generally, variances may be issued for new construction and substantial improve-
ments to be erected on a lot of one-half acre or less in size contiguous to and sur-
rounded by lots with existing structures constructed below the base flood level,
providing items (a-l) in Section 157-6.A(4) have been fully considered. As the lot
size increases beyond the one-half acre, the technical justification required for issu-
ing the variance increases.
(2) Variances may be issued for the repair or rehabilitation of historic structures upon
determination that:
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23
(a) the proposed repair or rehabilitation will not preclude the structure's contin-
ued designation as a "Historic structure"; and
(b) the variance is the minimum necessary to preserve the historic character
and design of the structure.
(3) Variances may be issued by a community for new construction and substantial im-
provements and for other development necessary for the conduct of a functionally
dependent use provided that:
(a) the criteria of subparagraphs l, 4, 5, and 6 of this subsection B are met; and
(b) the structure or other development is protected by methods that minimize
flood damages during the base flood and create no additional threat to public
safety.
(4) Variances shall not be issued within any designated floodway if any increase in flood
levels during the base flood discharge would result.
(5) Variances shall only be issued upon a determination that the variance is the mini-
mum necessary, considering the flood hazard, to afford relief.
(6) Variances shall only be issued upon receiving written justification of:
(a) a showing of good and sufficient cause;
(b) a determination that failure to grant the variance would result in excep-
tional hardship to the applicant; and
(c) a determination that the granting of a variance will not result in increased
flood heights, additional threats to public safety, extraordinary public expense,
create nuisances, cause fraud on or victimization of the public or conflict with
existing local laws or ordinances.
(7) Any applicant to whom a variance is granted for a building with the lowest floor be-
low the base flood elevation shall be given written notice over the signature of a
community official that:
(a) the issuance of a variance to construct a structure below the base flood level
will result in increased premium rates for flood insurance up to amounts as
high as $25 for $100 of insurance coverage; and
(b) such construction below the base flood level increases risks to life and
property.
Item 3e
24
Such notification shall be maintained with the record of all variance actions as re-
quired in Section 157-4.D(8) of this chapter.”
Section 2. In the event that any portion of this law is declared invalid by a court of com-
petent jurisdiction, the validity of the remaining portions shall not be affected by such declaration
of invalidity.
Section 3. This local law shall take effect on June 18, 2025.
Page 1 of 3
Short Environmental Assessment Form
Part 1 - Project Information
Instructions for Completing
Part 1 – Project Information. The applicant or project sponsor is responsible for the completion of Part 1. Responses become part of the
application for approval or funding, are subject to public review, and may be subject to further verification. Complete Part 1 based on
information currently available. If additional research or investigation would be needed to fully respond to any item, please answer as
thoroughly as possible based on current information.
Complete all items in Part 1. You may also provide any additional information which you believe will be needed by or useful to the
lead agency; attach additional pages as necessary to supplement any item.
Part 1 – Project and Sponsor Information
Name of Action or Project:
Project Location (describe, and attach a location map):
Brief Description of Proposed Action:
Name of Applicant or Sponsor: Telephone:
E-Mail:
Address:
City/PO: State: Zip Code:
1.Does the proposed action only involve the legislative adoption of a plan, local law, ordinance,
administrative rule, or regulation?
If Yes, attach a narrative description of the intent of the proposed action and the environmental resources that
may be affected in the municipality and proceed to Part 2. If no, continue to question 2.
NO YES
2.Does the proposed action require a permit, approval or funding from any other government Agency?
If Yes, list agency(s) name and permit or approval:NO YES
3.a. Total acreage of the site of the proposed action? __________ acres
b. Total acreage to be physically disturbed? __________ acres
c. Total acreage (project site and any contiguous properties) owned
or controlled by the applicant or project sponsor? __________ acres
4.Check all land uses that occur on, are adjoining or near the proposed action:
Rural (non-agriculture) Industrial Commercial Residential (suburban)
Aquatic Other(Specify):Agriculture
□ Urban
□ Forest
SEAF 2019
Parkland
Page 2 of 3
5.Is the proposed action,
a.A permitted use under the zoning regulations?
b.Consistent with the adopted comprehensive plan?
NO YES N/A
6.Is the proposed action consistent with the predominant character of the existing built or natural landscape?NO YES
7.Is the site of the proposed action located in, or does it adjoin, a state listed Critical Environmental Area?
If Yes, identify: ________________________________________________________________________________
NO YES
8.a. Will the proposed action result in a substantial increase in traffic above present levels?
b.Are public transportation services available at or near the site of the proposed action?
c.Are any pedestrian accommodations or bicycle routes available on or near the site of the proposed
action?
NO YES
9.Does the proposed action meet or exceed the state energy code requirements?
If the proposed action will exceed requirements, describe design features and technologies:
_____________________________________________________________________________________________
_____________________________________________________________________________________________
NO YES
10.Will the proposed action connect to an existing public/private water supply?
If No, describe method for providing potable water: _________________________________________
_____________________________________________________________________________________________
NO YES
11.Will the proposed action connect to existing wastewater utilities?
If No, describe method for providing wastewater treatment: ______________________________________
_____________________________________________________________________________________________
NO YES
archaeological sites on the NY State Historic Preservation Office (SHPO) archaeological site inventory?
NO YES
13. a. Does any portion of the site of the proposed action, or lands adjoining the proposed action, contain
wetlands or other waterbodies regulated by a federal, state or local ag ency?
b.Would the proposed action physically alter, or encroach into, any existing wetland or waterbody?
If Yes, identify the wetland or waterbody and extent of alterations in square feet or acres: _____________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
NO YES
12.a. Does the project site contain, or is it substantially contiguous to, a building, archaeological site, or district
which is listed on the National or State Register of Historic Places, or that has been determined by the
Commissioner of the NYS Office of Parks, Recreation and Historic Preservation to be eligible for listing on the
State Register of Historic Places?
b.Is the project site, or any portion of it, located in or adjacent to an area designated as sensitive for
Page 3 of 3
14.Identify the typical habitat types that occur on, or are likely to be found on the project site. Check all that apply:
□Shoreline □ Forest Agricultural/grasslands Early mid-successional
Wetland □ Urban Suburban
15.Does the site of the proposed action contain any species of animal, or associated habitats, listed by the State or
Federal government as threatened or endangered?NO YES
16.Is the project site located in the 100-year flood plan?NO YES
17.Will the proposed action create storm water discharge, either from point or non-point sources?
If Yes,
a.Will storm water discharges flow to adjacent properties?
b.Will storm water discharges be directed to established conveyance systems (runoff and storm drains)?
If Yes, briefly describe:
_____________________________________________________________________________________________
_____________________________________________________________________________________________
NO YES
18.Does the proposed action include construction or other activities that would result in the impoundment of water
or other liquids (e.g., retention pond, waste lagoon, dam)?
If Yes, explain the purpose and size of the impoundment:______________________________________________
____________________________________________________________________________________________
_
NO YES
19.Has the site of the proposed action or an adjoining property been the location of an active or closed solid waste
management facility?
If Yes, describe: _______________________________________________________________________________
_____________________________________________________________________________________________
NO YES
20.Has the site of the proposed action or an adjoining property been the subject of remediation (ongoing or
completed) for hazardous waste?
If Yes, describe: _______________________________________________________________________________
_____________________________________________________________________________________________
NO YES
I CERTIFY THAT THE INFORMATION PROVIDED ABOVE IS TRUE AND ACCURATE TO THE BEST OF
MY KNOWLEDGE
Date: _____________________ Applicant/sponsor/name: ____________________________________________________ __________________________
Signature: _____________________________________________________Title:__________________________________
Page 1 of 2
Agency Use Only [If applicable]
Project:
Date:
Short Environmental Assessment Form
Part 2 - Impact Assessment
Part 2 is to be completed by the Lead Agency.
Answer all of the following questions in Part 2 using the information contained in Part 1 and other materials submitted by
the project sponsor or otherwise available to the reviewer. When answering the questions the reviewer should be guided by
the concept “Have my responses been reasonable considering the scale and context of the proposed action?”
No, or
small
impact
may
occur
Moderate
to large
impact
may
occur
1. Will the proposed action create a material conflict with an adopted land use plan or zoning
regulations?
2.Will the proposed action result in a change in the use or intensity of use of land?
3.Will the proposed action impair the character or quality of the existing community?
4.Will the proposed action have an impact on the environmental characteristics that caused the
establishment of a Critical Environmental Area (CEA)?
5.Will the proposed action result in an adverse change in the existing level of traffic or
affect existing infrastructure for mass transit, biking or walkway?
6.Will the proposed action cause an increase in the use of energy and it fails to incorporate
reasonably available energy conservation or renewable energy opportunities?
7.Will the proposed action impact existing:
a. public / private water supplies?
b. public / private wastewater treatment utilities?
8.Will the proposed action impair the character or quality of important historic, archaeological,
architectural or aesthetic resources?
9.Will the proposed action result in an adverse change to natural resources (e.g., wetlands,
waterbodies, groundwater, air quality, flora and fauna)?
10.Will the proposed action result in an increase in the potential for erosion, flooding or drainage
problems?
11.Will the proposed action create a hazard to environmental resources or human health?
SEAF 2019
Page 2 of 2
For every question in Part 2 that was answered “moderate to large impact may occur”, or if there is a need to explain why a
particular element of the proposed action may or will not result in a significant adverse environmental impact, please
complete Part 3. Part 3 should, in sufficient detail, identify the impact, including any measures or design elements that
have been included by the project sponsor to avoid or reduce impacts. Part 3 should also explain how the lead agency
determined that the impact may or will not be significant. Each potential impact should be assessed considering its setting,
probability of occurring, duration, irreversibility, geographic scope and magnitude. Also consider the potential for short-
term, long-term and cumulative impacts.
Check this box if you have determined, based on the information and analysis above, and any supporting documentation,
that the proposed action may result in one or more potentially large or significant adverse impacts and an
environmental impact statement is required.
Check this box if you have determined, based on the information and analysis above, and any supporting documentation,
that the proposed action will not result in any significant adverse environmental impacts.
_________________________________________________ _______________________________________________
Name of Lead Agency Date
_________________________________________________ _______________________________________________
Print or Type Name of Responsible Officer in Lead Agency Title of Responsible Officer
_________________________________________________ _______________________________________________
Signature of Responsible Officer in Lead Agency Signature of Preparer (if different from Responsible Officer)
Short Environmental Assessment Form
Part 3 Determination of Significance
Agency Use Only [If applicable]
Project:
Date:
730 Peachtree Street, NE, Suite 500
Atlanta, GA 30308
tel 404 -443 -3200 www.camsys.com fax 404 -443 -3201
Memorandum
TO: Tompkins County Joint Safety Action Plan Project Team
FROM: Cambridge Systematics and FHI Studio
DATE: September 5, 2024
RE: Tompkins Equity and Crash Assessment
Equity Assessment Methodology
The equity assessment map overlaid the following layers to identify communities in the study
area with the highest concentration of environmental justice populations:
• 2022 Block Groups with calculated equity scores based on ten indicators
• 2010 Census Tracts labelled as disadvantaged by the New York State Energy Research and
Development Authority (NYSERDA)
Justice40 data was also considered, but no Census Tracts in the study area qualify as a
disadvantaged community according to the Justice40 criteria.
See Figure 1 for a map of equity areas. Block Groups with the darkest coloring and hatched
lines are the areas with the highest equity considerations and the Block Groups with light
coloring and no hatched lines are the areas with the lowest equity considerations.
- 2 -
Figure 1 Equity Assessment for Tompkins County, NY
Source: FHI Equity Assessment Methodology.
- 3 -
Internal Equity Score Calculations
Calculated equity scores for each 2022 Block Group1 were created by aggregating scores that
corresponded to ten indicators. The calculations used 2018-2022 American Community Survey
(ACS) data for the following indicators:
• Minority
• Limited English proficiency
• Disability
• Elderly
• Youth
• Zero car households
• Single mother
• Foreign born
• Poverty2
• Educational attainment
Scores for each indicator ranged from zero to four, where zero indicates a Block Group with a
value lower than the regional average. Scores valued above zero were defined based on the
distribution of scores and meaningful variance between score groupings. Each indicator was
weighted equally. The highest overall equity score a Block Group could be assigned was 40.
Detailed information on the scoring can be found in Table 1; regional averages can be found in
Table 2.
1 Disability and foreign born were two indicators that used Census Tract data, as Block group-level data is
not available. Block groups were assigned values for disability and foreign born based on the Census
Tract they belonged to.
2 Poverty used data from 2017-2021 five-year dataset because more recent data was not available.
- 4 -
Table 1 Equity Score Thresholds
Indicator
Score
0 1 2 3 4
Youth 0-14.5% 14.6-19.9% 20-24.9% 25-29.9% 30-10%
Seniors 0-15.7% 15.8-19.9% 20-24.9% 25-29.9% 30-100%
Minorities 0-23.5% 23.6-34.9% 35-44.9% 45-54.9% 55-100%
Below Poverty Level 0-16.6% 16.7-29.9% 30-39.9% 40-49.9% 50-100%
Limited English Proficiency 0-1.8% 1.9-10% 10.1-14.9% 15-19.9% 20-100%
Zero Vehicle Ownership 0-13.3% 13.4-19.9% 20-29.9% 30-39.9% 40-100%
Single Mother Households 0-10.4% 10.5-29.9% 30-39.9% 40-49.9% 50-100%
Foreign Born Individuals 0-12.2% 12.3-19.9% 20-24.9% 25-29.9% 30-100%
People with Disabilities 0-11.5% 11.6-12.9% 13-14.9% 15-15.9% 16-100%
Educational Attainment
(Below High School
Diploma)
0-4.3% 5-9.9% 10-14.9% 15-19.9% 20-100%
Source: FHI Equity Assessment Methodology.
Table 2 Tompkins County Regional Average Values
Indicator Regional Average
Youth 14.5%
Elderly 15.7%
Minorities 23.5%
Below the Poverty Level 16.6%
Limited English Proficiency 1.8%
Zero Vehicle Ownership 13.3%
Single Mother Households 10.4%
Foreign Born Individuals 12.2%
People with a Disability 11.5%
Educational Attainment (Below
High School Diploma)
4.3%
Source: FHI Equity Assessment Methodology.
The analysis on overall equity scores determined the following eleven Block Groups as equity
focus areas for Tompkins County:
- 5 -
• Census Tract 1: Block Groups 1, 2
• Census Tract 2.01: Block Groups 1,2
• Census Tract 3: Block Group 1
• Census Tract 4: Block Group 1
• Census Tract 6: Block Groups 3, 4
• Census Tract 8: Block Group 1
• Census Tract 10: Block Group 3
• Census Tract 13.02: Block Group 2
These areas in the central core of the county had overall equity scores at or above the 85th
percentile of scores (with overall equity scores at 12 and above). The highest possible overall
equity score a Block Group could have is 40, but the highest recorded overall equity score for
this dataset was 15.
Equity Classification Sources
NYSERDA’s Disadvantaged Communities criteria include 45 indicators, which are categorized
as Environmental Burdens and Climate Change Risk or Population Characteristics and Health
Vulnerabilities in the form of percentile ranks3. These percentile ranks then create a combined
score that is relative to other Census Tracts in the region and state. Census Tracts are only
categorized as disadvantaged if their combined score is within the top 35% of Census Tracts,
and disadvantaged Census Tracts must have a moderate to high score for both categories.
In regards to the map in Figure 1, there appears to be a discrepancy between NYSERDA’s
classification of Census Tract 10 as a disadvantaged community (hash marks) and the
calculated equity scores (gradient color). However, Census Tract 10 is made up of three Block
Groups with two Block Groups in the eastern portion of the study area with a relatively high
concentration of vulnerable populations (i.e., elderly, poverty, and zero-car). The eastern Block
Groups have a higher equity score (13-15) and the western Block Group has a lower equity
score (8), and this contrast is not reflected when analyzing the area as a larger unit, as
NYSERDA does. A similar discrepancy occurs with Census Tract 8, which is made up of two
Block Groups, where only one Block Group on the northern section is highlighted as an equity
focus area. This is due to a higher concentration of youth, limited English proficiency, and single
mother households in the northern Block Group compared to the southern Block Group.
Other internally identified equity focus areas in Ithaca have high transportation needs and
vulnerabilities due to its higher populations of minorities, foreign born, limited English proficiency
individuals, single mothers, households in poverty, and zero vehicle households. However, they
are not designated as disadvantaged communities by NYSERDA because its criteria does not
3 https://www.nyserda.ny.gov/ny/Disadvantaged-Communities
- 6 -
consider zero vehicle households and weighs these indicators at a lower magnitude. These
transportation-related vulnerabilities only account for six out of the 45 NYSERDA indicators as it
aims to provide context for multiple sectors.
Data Sources
Tables used from 2018-2022 American Community Survey 5-Year Estimates were: B03002,
B01001, B25044, C16002, B11003, B18101, B05002, and B15003. B17017 from 2017-2021
American Community Survey 5-Year Estimates was also used.
Equity Crash Analysis
All Crashes
Historical crash data from 2019 to 2023 was collected for the Tompkins County and projected
onto the equity map to analyze the geographical distribution of crashes within the region. For
both disadvantaged and non-disadvantaged communities, crash counts and crash rates per
100,000 residents were calculated and listed separately in Table 3.
A total of 13,758 crashes were identified, with 3,392 crashes (24.7%) occurring in census tracts
that were classified as disadvantaged. These disadvantaged tracts are home to 18,651
residents, accounting for 18.2% of the regional population.
In general, crash rates across different severity levels were relatively consistent between
disadvantaged and non-disadvantaged tracts. Residents in disadvantaged areas experienced a
lower rate of fatal and incapacitating injury crashes (257 vs. 461 per 100,000 residents), but this
difference may be explained by the low number of fatal and serious injury crashes in the region
as a whole. Overall, the total crash rate in disadvantaged communities was 18,187 per 100,000
residents, significantly higher than the 12,354 crashes per 100,000 residents in non-
disadvantaged communities.
- 7 -
Table 3 Crash Analysis based on All Crashes
Maximum Injury
Severity
Disadvantaged Communities Non-Disadvantaged Communities
Crash
Count
Crash Rate per
100,000 Residents
Crash
Count
Crash Rate per
100,000 Residents
Fatal 3 16.1 33 39.3
Incapacitating Injury 45 241.3 354 421.9
Non-incapacitating Injury 136 729.2 444 529.2
Possible Injury 161 863.2 482 574.5
No Injury 979 5,249.1 2,817 3,357.4
Unknown 2,068 11,087.9 6,236 7,432.3
Total 3,392 18,186.7 10,366 12,354.6
Source: Crash Location and Engineering Analysis Repository (CLEAR), 2019 – 2023.
Vulnerable Road User Crashes
Crashes involving vulnerable road users (VRU), such as bicyclists or pedestrians, were also
identified based on the collision type information. Table 4Table 4 provides the VRU crash
counts and crash rates per 100,000 residents estimated for both disadvantaged and non-
disadvantaged communities.
Unlike the more uniform spatial distribution of all crashes, VRU crashes were disproportionately
concentrated in disadvantaged areas. Over the 5-year analysis period, the VRU crash rate in
disadvantaged areas was 627 per 100,000 residents, more than four times as high as that of the
rest of the region. Except for fatal VRU crashes, all other severity levels of VRU crash rates
were notably higher in disadvantaged tracts. These findings underscore the need for targeted
investments and resources in these disadvantaged communities to improve roadway safety for
the region’s most vulnerable residents.
- 8 -
Table 4 Crash Analysis based on VRU-Involved Crashes
Maximum Injury
Severity
Disadvantaged Communities Non-Disadvantaged Communities
Crash Count Crash Rate per
100,000 Residents Crash Count Crash Rate per
100,000 Residents
Fatal 1 5.4 10 11.9
Incapacitating Injury 16 85.8 29 34.6
Non-incapacitating Injury 46 246.6 42 50.1
Possible Injury 29 155.5 23 27.4
No Injury 10 53.6 13 15.5
Unknown 15 80.4 12 14.3
Total 117 627.3 129 153.8
Source: Crash Location and Engineering Analysis Repository (CLEAR), 2019 – 2023.
DRA
F
T
LEADERSHIP COMMITMENT
AND GOAL SETINGS
A Safety Action Plan provides
recommendations and strategies to
improve safety at identified locations
and help eliminate deaths and serious
injuries throughout the region, utilizing
a comprehensive set of actions that
address roadway characteristics and
user behavior alike. The goal is to help
make Tompkins County safer for all
road users including people who drive,
walk, bike, or ride transit. This Plan
analyzes roadway characteristics, traffic volumes, and local crash data
to understand the key factors affecting safety outcomes throughout the
transportation network.
Elimination of fatal
crashes and a 50%
reduction in serious injury
crashes by 2040
PLAN GOAL
TOMPKINS COUNTY AND TEN MUNICIPALITIES WITHIN
TOMPKINS COUNTY , WITH SUPPORT FROM THE ITHACA-
TOMPKINS COUNTY TRANSPORTATION COUNCIL (ITCTC) AND
NEW YORK STATE DEPARTMENT OF TRANSPORTATION (NYSDOT),
HAVE COME TOGETHER TO PREPARE A COMPREHENSIVE SAFE
STREETS AND ROADS FOR ALL (SS4A) JOINT SAFETY ACTION
PLAN TO ADDRESS COSTLY MOTOR VEHICLE CRASHES ON THE
REGION’S TRANSPORTATION NETWORK.
SAFETY ANALYSIS
With traffic fatalities in the single digits
for the entire county, Vision Zero is
truly within sight. To continue to build
on this remarkable accomplishment,
targeted, data-driven investments in
traffic safety countermeasures can keep
Tompkins County on track to achieve
zero fatalities.
From the 1980s to the 2020s, regional
crash fatalities showed a gradual
decline at an average annual rate of
three percent. Significant reductions in crash fatalities were first seen in the early
1980s, and then again in the 1990s, both followed by fluctuations natural for this
smaller sample size. To account for these fluctuations, five-year averages for annual
crash fatalities were calculated using this historical data to provide a simple forecast
of future fatalities. Despite a plateauing in fatal crashes in recent years, the overall
historical trend in the county points downward, potentially reaching zero before
2050.
Tompkins County Long-Term Trend of Fatalities (1979-2050)
Tompkins County experienced 31 fatal crashes between 2019 and 2023, and
thousands more injury and property damage crashes, but these relatively few fatal crashes
impose a greater substantial cost - collectively nearly $488 million - than the cost of all
injury crashes combined. Highway safety programs should continue a focus on the impacts
of passenger vehicles. Most fatal crashes in Tompkins County involved a car, van, or pickup
truck, with fewer fatal crashes involving motorcycles, trucks, or buses.
An analysis of crash trends for the Emphasis Areas in New York’s 2023-2027 SHSP shows
areas in which fatalities and serious injuries had long-term increases (2019-
2023) in Tompkins County and could be considered for prioritization; this
includes intersection crashes, distracted driving, motorcycle
crashes, and crashes involving following too closely or disregarding
traffic control devices. Roadway departures (the most common crash type
in the county), alcohol-impaired driving, nonmotorized road user safety, speeding,
crashes involving older drivers, and crashes involving drivers under age 21 also still
remain major traffic safety concerns.
Geographic analysis shows the three jurisdictions with the highest number of crashes were
City of Ithaca (3,475 crashes, 35.3% of geolocated crashes in the region), Town of
Dryden (1,514 crashes, 15.4%), and Town of Lansing (1,278 crashes, 13.0%).
Crashes occur slightly more
frequently on NYSDOT
owned roads (44.3%),
rather than
locally-owned roads (37.5%).
Compared to the State of New York,
Tompkins County fared better
from 2021-2023 in crash
statistics. The region’s motorcyclist and
bicyclist fatalities have remained constant. Persons injured
in alcohol-involved crashes and distracted driving crashes
decreased faster than on the state level.
More crashes (53.9%) occur on roads identified as urban rather than rural (46.1%),
but rural crashes are more severe and account for 60.3% of all fatalities and serious
injuries. In urban areas, most crashes occur on minor arterials (21.9%).
KEY FINDINGS
Source: Fatality Analysis Reporting System (FARS).
Two approaches to safety data analysis were used to help determine where Tompkins County and its municipalities should be focusing safety efforts:
The Hotspot
(Reactive) Approach
focuses on sites with the highest
potential for safety improvement and
is based on crash history, traffic
volumes, site characteristics,
and other factors.
The Systemic
(Proactive) Approach
also focuses on sites with the highest potential for safety improvement but does so from a systemwideperspective. Common crash types and contributing factors represented in the data are identified, then locations where those contributing factors may arise are identified. This approach does not focus on crashes that have already happened.
EQUITY
Calculated equity scores for each 2022
Tompkins County Block Group were
created by aggregating scores that
corresponded to ten indicators. The
calculations used 2018 - 2022 American
Community Survey data for the following
indicators:
Minority
Limited English proficiency
Disability
Elderly
Youth
Zero car households
Single mother
Foreign born
Poverty
Educational attainment
This is a map of equity areas in Tompkins
County. Block Groups with the darkest
coloring and hatched lines are the areas
with the highest equity considerations,
and the Block Groups with light coloring
and no hatched lines are the areas with
the lowest equity considerations.
Overall, the total crash rate in equity
communities was 18,187 per 100,000
residents, significantly higher than the
12,354 crashes per 100,000 residents in
non-disadvantaged communities. These
findings underscore the need for targeted
investments and resources in these
disadvantaged communities to improve
roadway safety for the region’s most
vulnerable residents.
Equity Assessment for Tompkins County, NY
ENGAGEMENT AND
COLLABORATION
Throughout this process, the project
team worked with transportation safety
stakeholders, state partners, and Tompkins
County residents to gather feedback. There
was also an interactive Feedback Map for
public comments on safety issues and
concerns. A public-facing online application
was created to provide the public with
detailed crash statistics for the County,
which will continue to be available moving forward. The goal was to hear from
members of the public and key stakeholders about their issues and ideas related to
transportation safety.
Key themes from the public engagement process included:
• Specific concerns around safety on major state roadways including NY-13 and
NY-96, particularly as these roadways bisect downtowns, and contribute to
speeding and unsafe conditions for pedestrians;
• Sight distance issues at geometrically abnormal intersections and areas with
dramatic topography;
• Speeding concerns; and
• Interest in more pedestrian facilities, including sidewalks, crosswalks, and
around crossings for existing and planned trails and at key destinations.
PLANNING STRUCTURE
AND OVERSIGHT
Project Team meetings made up of
representatives of the ten municipalities
and Tompkins County, ITCTC, and
NYSDOT Region 3 were held biweekly.
Multijurisdictional meetings, which
included the project team as well as
other municipality staff, were held three
times throughout the planning process
in May and October 2024 and in March
2025. Multijurisdictional meetings also served as touch points with municipality
representatives that were not able to join all biweekly meetings.
Advisory Committee meetings were held in August 2024 and February 2025 to
engage key stakeholders outside of the municipal representatives throughout
the study. These stakeholders were invited to join and participate in meetings
to get updates on the study’s status and to provide feedback on concerns and
recommendations from their unique perspectives. These included the project team
and additional staff, ITCTC, NYSDOT Region 3, Cornell University, Ithaca College,
Tompkins Cortland Community College, Tompkins Consolidated Area Transit
(TCAT), Bike Walk Tompkins, Downtown Ithaca Alliance, The Center for Community
Transportation, Tompkins County Office for the Aging and Health Department,
Upstate University Hospital Trauma Injury Prevention , City of Ithaca Vision Zero
Partners, and State and local law enforcement agencies.
POLICY AND
PROCESS REVIEW
After a review of current transportation
safety policies and procedures related
to Tompkins County, the Plan provides
recommendations based on national best
practices to reduce serious injuries and
fatalities for the following topic areas:
Project Development
Complete Streets
Reduce Speed Limits
Vision Zero Action Plan & Data Monitoring
Design Standards
Safe Routes to School (SRTS)
Education
Traffic Violation Monitoring Systems
Speed Monitoring Displays
Vulnerable Road Users & Equity
Work Zone Safety
Data
STRATEGY AND
PROJECT SELECTIONS
This Plan provides a comprehensive set
of projects and strategies to address
the challenges identified in the Action
Plan development process. These
were determined by local data, best
practices, stakeholder input, and equity
considerations. All recommendations
align with both the Safe System Approach
and the New York SHSP. The projects and
strategies are provided within three elements in the Plan:
Twenty-one profiles of priority locations, including project recommendations and cost estimates
Tables of Systemic Treatment Packages for Intersections, Pedestrians, Roadway Departures, and Speed Management that summarize NYSDOT-approved countermeasures
A table of tailored, recommended actions (organized by Emphasis Areas and strategies) with suggested action leaders, the associated safe system element, level of resources needed, and timeline
# Location Municipality
Population
Center Ownership Type
1 NY-13 NB between Protts Hill Rd &
Main Street Town of Newfield - NYSDOT Segment
2 Mecklenburg Road (NY-79)/
Sheffield Road Town of Ithaca -
NYSDOT owns Mecklenburg
Rd (NY-79); Tompkins County
owns Sheffield Rd
Intersection
3 West Danby Road (NY-34/96)/
Decker Road Town of Newfield -
NYSDOT owns NY 34/96;
Town of Newfield owns Decker
Rd
Intersection
4 Station Road/Maple Avenue and
Route 34/96 Town of Danby West Danby
CDP Intersection
5 Floral Avenue/Elm Street/Hector
Street City of Ithaca - City of Ithaca Intersection
6
NY-13 from the Town of Newfield/
Town of Ithaca Line to the City of
Ithaca
Town of Ithaca - NYSDOT Segment
7 NY-13 NB between West Seneca
Street & West Green Street City of Ithaca - NYSDOT Segment
8 Route 96B from Miller Road to
Michigan Hollow Road Town of Danby - NYSDOT Segment
9 Cayuga Heights and Wyckoff
Street
Village of Cayuga
Heights - Village of Cayuga Heights Intersection
10 Cayuga Heights Road & East Shore
Drive Village of Lansing - Village of Lansing Intersection
11 NY-13 & Warren Road Village of Lansing - Village of Lansing Intersection
12 Hanshaw Road Village of Cayuga
Heights - Village of Cayuga Heights Segment
13 NY-34B NB between NY-34 & Van
Ostrand Road Town of Lansing South
Lansing CDP NYSDOT Segment
14 Peruville Road (NY-34B) & Scofield
Road Town of Lansing -
NYSDOT owns Peruville Rd
(NY-34B); Town of Lansing
owns Scofield Rd
Intersection
15 Sheldon Road and West Dryden
Road Town of Dryden - Tompkins County Intersection
16 Valley Road/Lounsberry Road Town of Caroline - Tompkins County Intersection
FINAL PRIORITY LOCATION NETWORK LIST
# Location Municipality
Population
Center Ownership Type
17 Freeville Road (NY-38) &
Springhouse Road Town of Dryden Brooktondale
CDP
NYSDOT owns NY-38;
Town of Dryden owns
Springhouse Rd
Intersection
18 North Road between Fall Creek
Road & NY-13
Town of Dryden/
Village of Dryden - Tompkins County Segment
19 NY-13 & W Main Street Village of Dryden - NYSDOT Intersection
20 NY-13 NB between NY-38 & W
Main Street Village of Dryden - NYSDOT Segment
21 Seventy Six Road between Yaple
Road & Smith Road Town of Caroline - Tompkins County Segment
PROGRESS AND
TRANSPARENCY METHODS
The Plan goal to eliminate fatal crashes
and reduce serious injury crashes by 50%
by 2040 will require a collaborative effort
among the project team and stakeholders.
Tracking and reporting measures will
provide transparency in how the region
is progressing towards the Plan goal and
eventually to Vision Zero. The project team will produce a public, annual report with
measures such as number of fatalities and serious injuries, as well as measures
focused on what actions and recommendations are being implemented.
It is recommended that this Plan coordinates its update with the State-level
plan updates in 2028. However, in the meantime, it should be treated as a living
document that is continuously referenced and updated as needed.
Next steps for the project team include designating a Tompkins County SS4A
Joint Safety Action Plan Vision Zero Coordinator and pursuing additional funding
opportunities, including SS4A Implementation Grants.
DRA
F
T
II
Introduction ........................................................................................................................................................2
What is a Safety Action Plan? .............................................................................................................................................................................4
Safe Streets and Roads For All Grant ...............................................................................................................................................................4
Safe System Approach ........................................................................................................................................................................................ 6
Leadership Commitment and Goal Setting ....................................................................................................7
Vision Zero Goal ................................................................................................................................................................................................... 7
Safety Analysis....................................................................................................................................................8
Historical Trend Analysis .................................................................................................................................................................................... 8
Key Findings ................................................................................................................................................................................................ 12
Equity Analysis .................................................................................................................................................................................................... 13
Network Screening ............................................................................................................................................................................................ 15
Hotspot Screening: Reactive Analysis ................................................................................................................................................... 16
Priority Safety Networks ........................................................................................................................................................................... 19
Weighted Screnning Elements ....................................................................................................................................................... 20
Final Priority Location Network ...................................................................................................................................................... 21
Hotspot Screening: Proactive Analysis ................................................................................................................................................. 23
Engagement and Collaboration .....................................................................................................................26
Plan Development Overview ............................................................................................................................................................................26
Project Team and Multijurisdictional Meetings ............................................................................................................................................27
Advisory Committee ...........................................................................................................................................................................................27
Public Engagement ............................................................................................................................................................................................27
Public Meetings ..........................................................................................................................................................................................27
Interactive Public Map and Surveys .......................................................................................................................................................27
Event Tabling ...............................................................................................................................................................................................28
Public Comment Period of Draft Plan ....................................................................................................................................................29
Website and Social Media Marketing .....................................................................................................................................................30
Public Engagement Key Takeaways ........................................................................................................................................................31
Table of Contents
Policy and Process Review ...............................................................................................................................32
State Policy Review .............................................................................................................................................................................................32
Complete Streets ........................................................................................................................................................................................32
Speed Management ..................................................................................................................................................................................32
Vulnerable Road Users ..............................................................................................................................................................................33
Impaired Driving Policy .............................................................................................................................................................................33
Occupant Protection Policy ......................................................................................................................................................................33
Regional Policy Review .......................................................................................................................................................................................34
Complete Streets ........................................................................................................................................................................................34
Safety Targets ..............................................................................................................................................................................................34
Municipal Policy Review .....................................................................................................................................................................................34
Complete Streets ........................................................................................................................................................................................34
Roadway Speeds .........................................................................................................................................................................................34
Vulnerable Users ........................................................................................................................................................................................34
Safe Routes to School ................................................................................................................................................................................34
Current Policy and Planning Landscape ........................................................................................................................................................35
Policy Gap Analysis .....................................................................................................................................................................................35
Policy and Process Recommendations ..........................................................................................................................................................37
Project Development .................................................................................................................................................................................37
Complete Streets ........................................................................................................................................................................................38
Reduce Speed Limits .................................................................................................................................................................................39
Vision Zero Action Plan & Data Monitoring ..........................................................................................................................................40
Design Standards .......................................................................................................................................................................................41
Safe Routes to School (SRTS) ...................................................................................................................................................................42
Education .....................................................................................................................................................................................................42
Traffic Violation Monitoring Systems......................................................................................................................................................43
Speed Monitoring Displays ......................................................................................................................................................................44
Vulnerable Road Users & Equity .............................................................................................................................................................44
Work Zone Safety .......................................................................................................................................................................................45
Data ...............................................................................................................................................................................................................46
IV
Strategy and Project Selections .....................................................................................................................47
Priority Location Profiles & Recommendations ...........................................................................................................................................47
Systemic Countermeasure Packages .............................................................................................................................................................48
Emphasis Areas, Strategies, & Actions ...........................................................................................................................................................49
Progress, Transparency, and Next Steps .......................................................................................................58
Performance Measurement & Transparency ...............................................................................................................................................63
Future Planning & Next Steps ..........................................................................................................................................................................59
Acknowledgements ............................................................................................................................................................................................59
Glossary .............................................................................................................................................................60
Key Terms .............................................................................................................................................................................................................60
Acronyms and Abbreviations ...........................................................................................................................................................................61
Appendix A Signed Jurisdiction Resolutions ..........................................................................................A-1
Appendix B Priority Location Profiles and Recommendations .............................................................B-1
Appendix C Systemic Countermeasure Packages ..................................................................................C-1
Appendix D Full List of Actions .................................................................................................................D-1
List of Tables
Table 1 Comparison of Fatalities and Serious Injuries in New York Emphasis Areas (2019-2023) .....11
Table 2 Network Screening Elements & Weights .............................................................................19
Table 3 Final Priority Location Network List ....................................................................................20
Table 4 Project Development Recommendations ............................................................................37
Table 5 Complete Streets Recommendations ...................................................................................38
Table 6 Reduce Speed Limits Recommendations .............................................................................39
Table 7 Vision Zero Action & Data Monitoring Recommendations ................................................40
Table 8 Design Standards Recommendations ..................................................................................41
Table 9 SRTS Recommendations .........................................................................................................42
Table 10 Education Recommendations ...............................................................................................42
Table 11 Traffic Violation Monitoring Systems ...................................................................................43
Table 12 Speed Monitoring Displays Recommendations ..................................................................44
Table 13 VRU & Equity Recommendations ..........................................................................................44
Table 14 Work Zone Safety Recommendations ..................................................................................45
Table 15 Data Recommendations .........................................................................................................46
Table 16 Highlighted Emphasis Areas, Strategies, & Actions ...........................................................50
Table 17 Intersection Systemic Treatment Packages .......................................................................C-1
Table 18 Roadway Departure Systemic Treatment Packages..........................................................C-3
Table 19 Pedestrian Systemic Treatment Packages .........................................................................C-5
Table 20 Speeding Systemic Treatment Packages ............................................................................C-7
Table 21 Primary Emphasis Areas, Strategies, & Actions ................................................................D-1
Table 22 Secondary Emphasis Areas, Strategies, & Actions ..........................................................D-26
List of Figures
Figure 1 Map of Tompkins County .........................................................................................................3
Figure 2 SS4A Safety Action Plan Requirements Checklist .................................................................5
Figure 3 Safe System Approach ..............................................................................................................6
Figure 4 Participating Municipality Logos ............................................................................................7
Figure 5 Tompkins County Long-Term Trend of Fatalities (1979-2050) ..............................................9
Figure 6 Tompkins County Fatality Trend (2013-2023) .......................................................................10
Figure 7 Tompkins County Serious Injury Trend (2013-2023) ............................................................10
Figure 8 Equity Assessment for Tompkins County, NY ......................................................................14
Figure 9 NYSDOT HSIP Process .............................................................................................................15
Figure 10 Reactive Analysis Process ......................................................................................................16
Figure 11 Fatality and Serious Injury CLEAR Screening Results .........................................................17
Figure 12 Vulnerable Road User CLEAR Screening Results .................................................................17
Figure 13 Systemic Analysis Process .....................................................................................................23
Figure 14 Final Priority Location Network Map ...................................................................................25
Figure 15 Overview of Plan Engagement Activities .............................................................................26
Figure 16 Screenshot of Online Feedback Map ....................................................................................28
Figure 17 Ithaca Farmers Market Public Engagement ........................................................................28
Figure 18 Newfield Old Home Days Public Engagement .....................................................................28
Figure 19 Trumansburg Farmer’s Market Public Engagement ..........................................................29
Figure 20 Screenshot of the Project Website ........................................................................................30
Figure 21 Screenshot of the Tompkins County Safety Performance Dashboard .............................30
Introduction
32
Section OneIntroduction
Tompkins County and ten municipalities within Tompkins
County, with support from the Ithaca-Tompkins County
Transportation Council (ITCTC) and New York State
Department of Transportation (NYSDOT), have come
together to prepare a comprehensive Safe Streets and
Roads For All (SS4A) Joint Safety Action Plan to address
costly motor vehicle crashes on the region’s transportation
network. As the population and traffic volumes in the
region continue to increase following the COVID-19
pandemic, the number of crashes resulting in fatal and
serious injury have generally plateaued relative to the
downward trends observed historically. The members of
the Joint Safety Action Plan understand that these deaths
and life-altering injuries are preventable, and this Plan
provides strategies and policies focused on eliminating
deaths and serious injuries on the area’s roadways.
• Tompkins County
• City of Ithaca
• Town of Ithaca
• Village of Cayuga Heights
• Town of Caroline
• Town of Danby
• Town of Dryden
• Village of Dryden
• Town of Lansing
• Village of Lansing
• Town of Newfield
Figure 1 – Map of Tompkins County
Introduction
4 5
What Is a Safety Action Plan?
A Safety Action Plan provides recommendations and strategies to improve safety at identified locations and help eliminate deaths
and serious injuries throughout the region, utilizing a comprehensive set of actions that address roadway characteristics and user
behavior alike. The goal is to help make Tompkins County safer for all road users including people who drive, walk, bike, or ride
transit. This Plan analyzes roadway characteristics, traffic volumes, and local crash data to understand the key factors affecting safety
outcomes throughout the transportation network. The crash analysis tells a story through data tables and figures about where,
when, and why crashes are occurring in the region, as well as supporting decision making by key stakeholders and the Advisory
Committee. As a part of this safety analysis, the project team executed a network screening approach to evaluate individual corridors
and intersections and prepare a prioritized list of location-specific and systemic network treatments. Public and stakeholder
feedback collected throughout the planning process validates the data analyses and ensures recommendations are consistent with
the experiences of Tompkins County residents. This Plan is aligned with the New York Strategic Highway Safety Plan (SHSP), as well as
regional and local plans. A comprehensive Safety Action Plan is key to integrating a Safe System Approach on regional transportation
networks, prioritizing steps to eliminate fatalities and serious injuries as a result of motor vehicle collisions, and meeting eligibility for
future implementation grants through the SS4A Grant Program.
Safe Streets and Roads For All Grant (SS4A)
In 2023, the U.S. Department of Transportation (USDOT) awarded The Tompkins County Joint Safety Action Project Team a SS4A
Planning Grant to develop a comprehensive roadway Safety Action Plan. This publicly available document is the primary deliverable
of that grant and aligns with the Federal requirements for the development of an Action Plan under that federal assistance.
Goals for the grant included promoting safety to prevent death and serious injuries on public roadways; employing low-cost, high-
impact strategies to improve safety over a wide geographic area; ensuring equitable investment in the safety needs of underserved
communities (including urban and rural communities); incorporating evidence-based projects and strategies and adopting
innovative technologies and strategies; demonstrating engagement with a variety of public and private stakeholders; and aligning
with the Department’s mission and strategic goals1.
The graphic on the next page shows the primary requirements of a SS4A Safety Action Plan and will be noted as these are addressed
throughout the Plan.
1 U.S. Department of Transportation Fiscal Year 2023 Safe Streets and Roads for All Notice of Funding Opportunity
LEADERSHIP COMMITMENT AND GOAL SETTING
to eliminate roadway fatalities
and serious injuries
PLANNING STRUCTURE AND OVERSIGHT
by the project team, including the ten municipalities, Tompkins
County, ITCTC, and NYSDOT
SAFETY ANALYSIS
to provide a baseline of trends and existing conditions
across High-Injury Networks
ENGAGEMENT AND COLLBORATION
with a diversity of stakeholders
to reflect community representation and insights
EQUITY
through inclusive engagement and consideration of inequitable
impacts on Transportation Equity and underserved populations
POLICY AND PROCESS CHANGES
to prioritize transportation safety and improve
implementation through revised or new policies
STRATEGY AND PROJECT SELECTIONS
to comprehensively address safety through a data-driven and
equitable process
PROGRESS AND TRASPARENCY METHODS
including tracking performance throughout implementation.
Figure 2 – SS4A Safety Action Plan Requirements Checklist
7 6
Safe System Approach
The Safe System Approach aims to address and mitigate
the risks inherent in the transportation system by building
and reinforcing multiple layers of protection to both prevent
crashes from happening in the first place and minimize
the harm caused to those involved when crashes do occur.
This holistic and comprehensive approach accounts for
human error and the human body’s vulnerability in collisions
involving motor vehicles, while promoting a system designed
with many redundancies in place to protect all road users.
The Safe System Approach has six Principles:
• Death and Serious Injuries are Unacceptable
• Humans Make Mistakes
• Humans Are Vulnerable
• Responsibility is Shared
• Safety is Proactive
• Redundancy is Crucial
The Safe System Approach also
embraces all types of roadway safety
countermeasures and acknowledges that
a multi-disciplinary approach is required
to address the full range of diverse
safety risks.
The Safe System Approach involves five Elements:
• Safer People
• Safer Roads
• Safer Vehicles
• Safer Speeds
• Post-Crash Care
The Safe System Approach is incorporated throughout
this plan, from guiding the safety analysis and stakeholder
selection to determining the emphasis areas and
recommended strategies. This is consistent with USDOT’s
emphasis on the Safe System Approach.
Figure 3 – Safe System Approach
REDUNDANCYISCRUCIAL•DEATHANDSERIOUS INJURIES AREUNACCEPTABLE•HUMANSMAKE
MISTAKES
SAFE
SYSTEM
APPROACH
SAFER
VEHICLES
SAFER
PEOPLE
SAFER
SPEEDS
SAFER
ROADS
POST-CRASH
CARE
Vision Zero Goal
Utilizing the Safe System Approach and the commitment to eliminating fatalities
and serious injuries is a paradigm shift and a key aspect of effective Safety
Action Plan development. Tompkins County and the joint members of this plan
are setting a goal to eliminate fatal crashes and reduce serious injury crashes
50% by 2040. Achieving this goal will require coordination and prioritizing safety
investments as the region works together to improve safety. The project team
has come together and unanimously passed resolutions to adopt Vision Zero and
the Plan Goal for 2040, which can be seen in Appendix A.
Figure 4 – Participating Municipality Logos
Section TwoLeadership Commitment and Goal Setting
LEADERSHIP COMMITMENT
AND GOAL SETTING
Elimination of fatal
crashes and a 50%
reduction in serious injury
crashes by 2040
PLAN GOAL
Safety Analysis
99998
Historical Trend Analysis
Historically, traffic crashes resulting in fatal injuries have trended downward in
Tompkins County. Between 1979 and 2022, traffic fatalities decreased by 71.4
percent, from 21 fatalities in 1979 to six fatalities in 2019. However, this decreasing
trend has flattened in recent years, as the population of Tompkins County has
increased with an annual average growth rate of 0.6 percent.
An analysis of Tompkins County using traffic safety performance measures, similar to those tracked at the state level, indicates
that safety outcomes remained fairly consistent within the county from 2017 to 2023. This consistency was observed across
regional crash fatalities, serious injuries, nonmotorized combined fatalities and serious injuries, and serious injury and fatality
rate per 100 million vehicle-miles-traveled (the only measure to slightly increase).
With traffic fatalities in the single digits for the entire county, Vision Zero is truly within sight. To continue to build on this
remarkable accomplishment, targeted, data-driven investments in traffic safety countermeasures can keep Tompkins County on
track to achieve zero fatalities.
Section Three
Safety Analysis
Source: Fatality Analysis Reporting System (FARS).
Figure 6 shows annual fatalities in Tompkins County from 2013 to 2023. Because fatal crashes are relatively rare events, it is
important to normalize crash data over a longer period than one year to account for annual anomalies that can skew analyses.
The five-year analysis period was used to help smooth out year-to-year variation in fatality numbers. The five-year moving average
for fatalities decreases in each successive year except for the most recent year, 2023. From 2017 to 2022, the five-year average
decreased from 8.8 to 6.0 fatalities per year, a decrease of 32 percent. The trend switches in 2023 though when the five-year moving
average increases to 7.2, an increase of 20 percent.
As seen in Figure 5, from the 1980s to the 2020s, regional crash fatalities showed a gradual decline at an average annual rate of
three percent. Significant reductions in crash fatalities were first seen in the early 1980s, and then again in the 1990s, both followed
by fluctuations natural for this smaller sample size. To account for these fluctuations, five-year averages for annual crash fatalities
were calculated using this historical data to provide a simple forecast of future fatalities. Despite a plateauing in fatal crashes in
recent years, the overall historical trend in the county points downward, potentially reaching zero before 2050.
Figure 5 – Tompkins County Long-Term Trend of Fatalities (1979-2050)
SAFETY ANALYSIS
10
Safety Analysis
1111111011
Figure 6 – Tompkins County Fatality Trend (2013-2023)
Figure 7 – Tompkins County Serious Injury Trend (2013-2023)
The highest number of serious injuries in Tompkins County (Figure 7) was in 2014 with 143 annual serious injuries, and the lowest
number was in 2020 with 81. The five-year moving average shows that the trend of serious injuries consistently decreased until
leveling off in the last few years. From 2017 to 2021, the five-year average decreases from 121 to 99, a decrease of 18 percent over
those five years. This is the opposite trend seen in the entire state; across New York State, the number of serious injuries were
relatively constant until around 2020, and they have been moderately increasing over the past few years.
Source: Traffic Safety Statistical Repository (TSSR).
Source: Traffic Safety Statistical Repository (TSSR).
Table 1 summarizes all fatalities and serious injuries in Tompkins County in the 21 crash categories that make up the seven New
York SHSP emphasis areas from 2019 to 2023. Additionally, each crash category is tagged with a red upward arrow or a blue
downward arrow if that crash category experiences an increasing trend or decreasing trend, respectively, for the years studied.
These New York SHSP Emphasis Areas are the basis for this Plan’s Emphasis Areas, which are described further in Section 6.
Table 1 - Comparison of Fatalities and Serious Injuries in New York Emphasis Areas (2019-2023)
Source: Crash Location and Engineering Analysis and Reporting (CLEAR) Safety Tool, extracted June 2024.
NYS SHSP Emphasis Area Crash Category 2019 2020 2021 2022 2023
Tompkins
Trend NYS Trend
Intersections (All) 7 10 3 11 21 ▲ ▲
Vulnerable Road Users
Bicyclists 8 2 2 4 3 ▼▲
Pedestrian 6 7 7 7 5 ▼ ▼
Road Workers 0 0 0 0 0 -▼
Road User Behavior
Alcohol 5 6 5 7 4 ▼▲
Drugs 3 0 3 0 1 ▼ ▼
Cell Phones 2 0 0 0 1 ▼▲
Distracted 10 12 8 13 15 ▲▼
Asleep 5 3 5 0 3 ▼ ▼
Roadway Departures
Roadway Departures 22 20 17 17 16 ▼ ▲
Head-On 8 4 6 4 6 ▼▲
Sideswipe 4 1 4 2 1 ▼▲
Alternate Road Vehicles
Buses 2 0 0 0 0 ▼ ▼
Motorcycles 5 6 4 8 6 ▲ ▲
Trucks 4 4 3 4 4 -▼
Age Related 65+ 20 15 14 19 13 ▼▲
< 21 17 10 13 13 8 ▼▲
Aggressive Driving
Aggressive Driving 2 0 1 0 2 -▲
Following Closely 12 9 9 8 14 ▲▼
Traffic Control 7 9 4 8 2 ▲▼
Unsafe Speed 22 22 12 8 14 ▼▲
12
Safety Analysis
1313131213
Key Findings
• Tompkins County experienced 31 fatal crashes between
2019 and 2023, and thousands more injury and
property damage crashes, but these relatively few fatal
crashes impose a greater substantial cost - collectively
nearly $488 million – more than the cost of all injuries
combined. These crash-related costs include both
direct and indirect costs to individuals and society
from a decline in crash victims’ general health, such as
costs of emergency services, medical services, market
productivity loss, household productivity loss, congestion
impacts, etc. Highway safety programs should continue
a focus on the impacts of passenger vehicles. Most fatal
crashes in Tompkins County involved a car, van, or pickup
truck, with fewer fatal crashes involving motorcycles,
trucks, or buses.
• Geographic analysis shows the three jurisdictions with
the highest number of crashes were City of Ithaca (3,475
crashes, 35.3 percent of geolocated crashes in the
region), Town of Dryden (1,514 crashes, 15.4 percent),
and Town of Lansing (1,278 crashes, 13.0 percent).
• More crashes (53.9 percent) occur on roads identified
as urban rather than rural (46.1 percent), but rural
crashes are more severe and account for 60.3 percent
of all fatalities and serious injuries. In urban areas, most
crashes occur on minor arterials (21.9 percent).
• Crashes occur slightly more frequently on the NYSDOT-
owned roads (44.3 percent), rather than locally-owned
roads (37.5 percent).
• Compared to the entire State of New York, Tompkins
County has fared better from 2021-2023 in crash
statistics. The Region’s motorcyclist fatalities and bicyclist
fatalities have remained constant. Persons injured in
alcohol-involved crashes and distracted driving crashes
decreased faster than on the state level.
• An analysis of crash trends for the emphasis areas
in New York’s 2023-2027 SHSP shows areas in which
fatalities and serious injuries had long-term increases
(2019-2023) in Tompkins County and could be
considered for prioritization; this includes intersection
crashes, distracted driving, motorcycle crashes, and
crashes involving following too closely or disregarding
traffic control devices. Roadway departures (the most
common crash type in the county), alcohol-impaired
driving, nonmotorized road user safety, speeding,
crashes involving older drivers, and crashes involving
drivers under age 21 also still remain major traffic safety
concerns.
Equity Analysis
Calculated equity scores for each 2022 Tompkins County Block Group were created by
aggregating scores that corresponded to ten indicators.2 The calculations used 2018 -
2022 American Community Survey data for the following indicators:
• Minority
• Limited English proficiency
• Disability
• Elderly
• Youth
• Zero car households
• Single mother
• Foreign born
• Poverty3
• Educational attainment
The equity assessment map overlaid the following layers to identify communities in the study area with the highest concentration of
environmental justice populations:
• 2022 Block Groups with calculated equity scores based on ten indicators
• 2010 Census Tracts labelled as disadvantaged by the New York State Energy Research and Development Authority
Figure 8 shows a map of equity areas in Tompkins County. Block Groups with the darkest coloring and hatched lines are the areas
with the highest equity considerations, and the Block Groups with light coloring and no hatched lines are the areas with the lowest
equity considerations.
2 Disability and foreign born were two indicators that used Census Tract data, as Block group-level data is not available. Block groups were
assigned values for disability and foreign born based on the Census Tract they belonged to.
3 Poverty used data from 2017-2021 five-year dataset because more recent data was not available.
EQUITY
14
Safety Analysis
1515151415
Figure 8 – Equity Assessment for Tompkins County, NY
Source: FHI Studio, now IMEG, Equity Assessment Methodology.
Overall, the total crash rate in equity communities was 18,187 per 100,000 residents, significantly higher than the 12,354 crashes
per 100,000 residents in non-disadvantaged communities. VRU crashes were also disproportionately concentrated in disadvantaged
areas. Over the five-year analysis period, the VRU crash rate in disadvantaged areas was 627 per 100,000 residents, more than four
times as high as that of the rest of the region. These findings underscore the need for targeted investments and resources in these
disadvantaged communities to improve roadway safety for the region’s most vulnerable residents.
Network Screening
The NYSDOT Highway Safety Improvement Program (HSIP) Procedures and Techniques (“Red Book”) has divided the Roadway Safety
Management Process into three broad components (Figure 9) with respective approaches for Hotspot and Systemic network
screening.
• The Hotspot Approach focuses on sites with the highest potential for safety improvement and is based on crash history,
traffic volumes, site characteristics, and other factors. It first identifies locations with the highest potential for safety
improvement and then presents diagnosis and countermeasures. This is also known as a reactive approach to safety.
• The Systemic Approach also focuses on sites with the highest potential for safety improvement but does so from a
systemwide perspective. Common crash types and contributing factors represented in the data are identified, then locations
where those contributing factors may arise are identified. This is also known as a proactive approach to safety.
Figure 9 – NYSDOT HSIP Process
PLANNING
Hotspot Systemic
Screening Diagnosis
Countermeasure Selection
Economic Appraisal
Project Prioritization
Diagnosis Screening
IMPLEMENTATION
EVALUATION
16
Safety Analysis
17171716 17
Hotspot Screening: Reactive Analysis
The first step of the network screening analysis was to identify intersections and segments in Tompkins County that are over-
represented in terms of crash history from 2019 to 2023, which is the most recent five-year period with complete crash data. This
was done in two ways: once using all crashes that resulted in a fatality or a serious injury and again using all crashes that involved a
collision with a VRU.
For each intersection and segment, crash over-representation was determined using the Potential for Safety Improvement (PSI)
measure from the Crash Location and Engineering Analysis and Reporting (CLEAR) Safety tool. The resulting PSI values were then
used to assign each site a Level of Service of Safety (LOSS). Generally, a higher LOSS level on a scale of one to four indicates a greater
potential impact from a theoretical safety improvement project at that location.
After running the CLEAR Safety tool, manually adjusting the outputs to account for missing data, and going over the results with
stakeholders, the final hotspot CLEAR results were selected. This reactive analysis process is visualized in Figure 10.
Figure 10 – Reactive Analysis Process
The intersections and segments identified in the CLEAR tool are seen in Figure 11 for the fatality and serious injury screening and
Figure 12 for the VRU screening.
Figure 11 – Fatality and Serious Injury CLEAR Screening Results
Source: NYSDOT CLEAR, 2019-2023; Analysis by Cambridge Systematics.
18
Safety Analysis
1919191819
Source: NYSDOT CLEAR, 2019-2023; Analysis by Cambridge Systematics.
Figure 12 – Vulnerable Road User CLEAR Screening Results To address gaps in the CLEAR data availability, an additional crash analysis was conducted that has more consistent coverage, but
less precision. This involved looking at trip activity at the block group level and joining these trips with crashes from CLEAR to get an
estimate of crash rate for that block group, which provides a measure of the relative risk of crashes occurring in each area. This crash
rate was then applied to all the segments and intersections within that block group to achieve an estimate of crashes and exposure.
For Tompkins County, the average crash rate across all block groups is 0.15 per 10,000 trips, while the average VRU crash rate is
0.05 per 10,000 VRU trips. Based on the 75th percentile threshold, block groups with crash rates exceeding 0.22 per 10,000 trips or
VRU crash rates over 0.03 per 10,000 trips are considered as high-risk areas. These areas are primarily concentrated in the City of
Ithaca and the northwest and southwest corners of the County. Notably, two block groups (one in the City of Ithaca and another in
the Town of Newfield) were found to have both overall crash rates and VRU crash rates above the region’s 90th percentile, marking
them as priority areas for safety improvements. Additionally, four block groups, located in the Towns of Ithaca and Dryden, exhibited
relatively low overall crash rates but high VRU crash rates, which suggests that future efforts should focus more on VRU roadway
safety in these areas.
While most of the higher VRU crash rates are in urban areas within the county such as downtown Ithaca, there are targeted rural
areas that display higher VRU crash rates, such as the areas around NY-13, NY-34, NY-89, and NY-96. While the total crash numbers
are not high in these areas, the relative lack of infrastructure makes any sort of active transportation inherently riskier.
Priority Safety Networks
A final priority location network for Tompkins County was developed using a three-step process:
• Step 1: Mathematically combine and weight each of the elements to calculate a combined safety score for roadway
segments and roadway intersections.
• Step 2: Identify the top-scoring locations from that mathematical exercise by smoothing out the weighted scores, filling in
logical gaps in the network, considering feedback from community engagement efforts, and validating the top locations by
ensuring robust crash histories.
• Step 3: Refine that list of top locations with the Joint Safety Action Plan team and other relevant stakeholders.
Relevant stakeholders included representatives from Tompkins County and each of the ten municipalities involved in the Tompkins
County Joint Safety Action Plan. Each municipality gave feedback on whether the first draft of locations was appropriate, given
their knowledge of the area, and gave options for substitute locations that reflect a greater concern from their point of view. Most
individual municipalities provided feedback during these meetings, and there was a final confirmation with all municipalities on the
priority location network.
20
Safety Analysis
2121212021
Screening Element
Maximum
Points Description Points
LOSS – Fatal &
Serious Injury
Screening
45
LOSS (Fatal and Serious Injury Screening) of 4 45
LOSS (Fatal and Serious Injury Screening) of 3 25
LOSS (Fatal and Serious Injury Screening) less than 3 0
LOSS – VRU Screening 10
LOSS (VRU Screening) of 4 10
LOSS (VRU Screening) of 3 5
LOSS (VRU Screening) less than 3 0
Crashes per Trip 5
Over the 75th percentile of crashes per trip in the County 5
50th – 75th percentile of crashes per trip in the County 2.5
0th – 50th percentile of crashes per trip in the County 0
VRU Crashes per Trip 5
Over the 75th percentile of VRU crashes per VRU trip in the County 5
50th – 75th percentile of VRU crashes per VRU trip in the County 2.5
0th – 50th percentile of VRU crashes per VRU trip in the County 0
Equity Priority Areas 20
In an Equity Priority Area 20
Not in an Equity Priority Area 0
Key Equity
Destinations 5
Over the 75th percentile of trip destinations by equity populations in the
County 5
50th – 75th percentile of trip destinations by equity populations in the
County 2.5
VRU Risk 5
High Risk 5
Medium Risk 2.5
Low Risk 1
No Risk 0
Isolated Transit Stops 5
At least 1 isolated transit stop in the immediate area 5
0 isolated transit stops in the immediate area 0
Source: NYSDOT Highway Safety Improvement Program Procedures and Techniques.
Weighted Screening Elements
The screening elements, along with their weights, are shown in Table 2. Both intersections and segments were scored in the same
manner. The maximum score a location could receive is 100 points.
Table 2 - Network Screening Elements & Weights
Final Priority Location Network
After applying the weights above, the final scored network was created. Segments and intersections with high scores in each
municipality were selected with feedback from stakeholders within each of Tompkins County’s jurisdictions. The final network
contains 12 intersections and 9 segments for a total of 21 priority safety locations. The locations are listed in Table 3 and shown in
Figure 14. The network contains a mix of locally-controlled locations and state-controlled locations spread across the County.
Table 3 - Final Priority Location Network List
# Location Municipality
Population
Center Ownership Type
1 NY-13 NB between Protts Hill Rd &
Main Street Town of Newfield - NYSDOT Segment
2 Mecklenburg Road (NY-79)/Sheffield
Road Town of Ithaca -
NYSDOT owns Mecklenburg Rd
(NY-79); Tompkins County owns
Sheffield Rd
Intersection
3 West Danby Road (NY-34/96)/
Decker Road Town of Newfield -
NYSDOT owns NY 34/96;
Town of Newfield owns Decker
Rd
Intersection
4 Station Road/Maple Avenue and
Route 34/96 Town of Danby West Danby
CDP Intersection
5 Floral Avenue/Elm Street/Hector
Street City of Ithaca - City of Ithaca Intersection
6
NY-13 from the Town of Newfield/
Town of Ithaca Line to the City of
Ithaca
Town of Ithaca - NYSDOT Segment
7 NY-13 NB between West Seneca
Street & West Green Street City of Ithaca - NYSDOT Segment
8 Route 96B from Miller Road to
Michigan Hollow Road Town of Danby - NYSDOT Segment
9 Cayuga Heights and Wyckoff Street Village of Cayuga
Heights - Village of Cayuga Heights Intersection
10 Cayuga Heights Road & East Shore
Drive Village of Lansing - Village of Lansing Intersection
11 NY-13 & Warren Road Village of Lansing - Village of Lansing Intersection
12 Hanshaw Road Village of Cayuga
Heights - Village of Cayuga Heights Segment
22
Safety Analysis
2323232223
# Location Municipality
Population
Center Ownership Type
13 NY-34B NB between NY-34 & Van
Ostrand Road Town of Lansing South Lansing
CDP NYSDOT Segment
14 Peruville Road (NY-34B) & Scofield
Road Town of Lansing -
NYSDOT owns Peruville Rd
(NY-34B); Town of Lansing owns
Scofield Rd
Intersection
15 Sheldon Road and West Dryden
Road Town of Dryden - Tompkins County Intersection
16 Valley Road/Lounsberry Road Town of Caroline - Tompkins County Intersection
17 Freeville Road (NY-38) &
Springhouse Road Town of Dryden Brooktondale
CDP
NYSDOT owns NY-38;
Town of Dryden owns
Springhouse Rd
Intersection
18 North Road between Fall Creek
Road & NY-13
Town of Dryden/
Village of Dryden - Tompkins County Segment
19 NY-13 & W Main Street Village of Dryden - NYSDOT Intersection
20 NY-13 NB between NY-38 & W Main
Street Village of Dryden - NYSDOT Segment
21 Seventy Six Road between Yaple
Road & Smith Road Town of Caroline - Tompkins County Segment
Systemic Screening: Proactive Analysis
Given the relatively rare and dispersed occurrence of fatal and severe injury crashes in Tompkins County, a systemic analysis was
performed to complement the hotspot analysis. Unlike the hotspot analysis, which looks at site-specific historical crash data, the
systemic analysis focuses on identifying risk factors commonly associated with severe crashes and then screens the network based
on site-specific risk levels. The systemic approach proactively prioritizes high crash risk locations for potential safety improvements,
even in areas that may lack significant crash history.
The systemic analysis process, as described by the Federal Highway Administration (FHWA), typically includes six steps:
• Identify focus crash types, focus facility types, and risk factors;
• Screen and prioritize candidate locations for safety improvements;
• Identify and select countermeasures for each prioritized site;
• Prioritize systemic projects for transportation programs;
• Prepare, implement, and track systemic safety improvement projects; and
• Evaluate systemic safety projects, countermeasures, programs, and overall performance.
The systemic analysis process is visualized below in Figure 13.
Figure 13 – Systemic Analysis Process
24
Safety Analysis
2525252425
Through the systemic screening analysis process, focus facility types and their associated risk factors were identified for each of
the four focus crash types (intersection-related crashes, roadway departure crashes, pedestrian-related crashes, and speed-related
crashes). An interactive online map was created to visualize the locations of all segments or intersections within each focus crash
and focus facility type, along with the count of identified risk factors present. Each risk factor was weighted equally, and a risk score
was calculated for each location based on the total number of factors present.
Facility owners can use this online map to visualize sites that are candidates for systemic countermeasures. The countermeasures
can be applied in the design of a single corridor project or can be bundled into a single project across many locations systemwide.
Project bundling often allows facility owners to address a greater number of locations at a lower unit cost than could be achieved
through multiple smaller projects.
Section 6 includes a comprehensive set of systemic countermeasures. NYSDOT has approved an increasing number of systemic
treatments that are adopted in the NY SHSP through the further adoption of specific Emphasis Area plans. These include:
• Pedestrian Safety Action Plan (2018);
• Vulnerable Road User Safety Assessment (2023); and
• Roadway Departure Safety Action Plan (2024).
These plans include both individual countermeasures and packages that are tailored to specific focus facilities and other locations
demonstrating identified risk factors.
Figure 14 – Final Priority Location Network Map
Engagement and Collaboration
272726
Plan Development Overview
Throughout this process, the project team worked with transportation safety
stakeholders, state partners, and Tompkins County residents to gather feedback.
The engagement and collaboration process, outlined in Figure 15, included
one-on-one municipal meetings, multijurisdictional meetings, advisory group
meetings, and public meetings and pop-up events. There was also an interactive Feedback Map for public comments on safety
issues and concerns. A public-facing online Safety Data Performance Viewer was created to provide the public with detailed
crash statistics for the County, which will continue to be available moving forward. The goal was to hear from members of the
public and key stakeholders about their issues and ideas related to transportation safety.
Figure 15 – Overview of Plan Engagement Activities
Section FourEngagement and Collaboration
Project Team and Multijurisdictional Meetings
Project Team meetings made up of representatives of the ten municipalities and
Tompkins County, ITCTC, and NYSDOT Region 3 were held biweekly. Multijurisdictional
meetings, which included the project team as well as other municipality staff, were held
three times throughout the planning process in May and October 2024 and in March
2025. Multijurisdictional meetings also served as touch points with municipality representatives that were not able to join all biweekly
meetings.
Advisory Committee
Advisory Committee meetings were held in August 2024 and February 2025 to engage key stakeholders outside of the municipal
representatives throughout the study. These stakeholders were invited to join and participate in meetings to get updates on the
study’s status and to provide feedback on concerns and recommendations from their unique perspectives. These included the
project team and additional staff, ITCTC, NYSDOT Region 3, Cornell University, Ithaca College, Tompkins Cortland Community
College, Tompkins Consolidated Area Transit (TCAT), Bike Walk Tompkins, Downtown Ithaca Alliance, The Center for Community
Transportation, Tompkins County Office for the Aging and Health Department, Upstate University Hospital Trauma Injury Prevention,
City of Ithaca Vision Zero Partners, and State and local law enforcement agencies.
Public Engagement
Public Meetings
An online meeting to introduce the project was held on Wednesday, July 24, 2024, between 6:00 and 7:30 PM. Two presentations
were offered at 6:00 and 6:45 PM. This meeting was designed to hear from community members about their travel choices and
safety issues.
Preliminary recommendations were presented during an online meeting on Monday, December 9, 2024 from 6:00 to 7:30 PM. An
in-person open house was held at the Town of Ithaca municipal building on Wednesday, December 11, 2024 from 4:00 to 6:00 PM.
This meeting collected feedback through conversation and an online survey of the preliminary recommendations and draft priority
locations.
On Wednesday, April 30, 2025 from 6:30 to 7:30 PM, the draft Tompkins Joint Safety Action Plan was presented during an online
meeting and kicked off the public review period.
Interactive Public Map and Surveys
An interactive Feedback Map was available on the project website for the public to provide specific roadway safety comments
by location within Tompkins County. A screenshot of the map is shown in Figure 16. Members of the public added comments
about specific experiences and observations about the area’s roadways traveled by driving, walking, biking, and taking transit. The
Feedback Map was available from May 2024 to October 2024 and received 409 responses. The top three responses were related to
“speeding,” “too difficult to cross street,” and “sidewalks need improvement.”
ENGAGEMENT
AND COLLBORATION
PLANNING STRUCTURE
AND OVERSIGHT
Engagement and Collaboration
28 29
Event Tabling
The consultant team attended three events throughout Tompkins County to
spread the word about the Tompkins Joint Safety Action Plan and gather feedback
on safety priorities. People stopping by the event tables could pick up a business
card with a QR code and link to the project website and were encouraged to fill out
the Feedback Map either on their phone, at home, or they could use sticker dots
and comment cards at the table to leave comments about specific intersections
or areas in their community where they had safety concerns. Comment cards and
locations were then manually entered into the Feedback Map so that all comments
were in one place. Kids activities were also available and stress balls in the shape
of a traffic cone with the project logo were offered as a giveaway. The team
attended the following events:
• Newfield Old Home Days – Friday, July 26, 2024, from 5 PM – 9 PM
• Ithaca Farmers Market – Saturday, July 27, 2024, from 9 AM – 3 PM
• Trumansburg Farmers’ Market – Wednesday, July 31, 2024, from 4 PM – 7
PM
Figure 16 – Screenshot of Online Feedback Map
Figure 17 – Ithaca Farmers Market Public Engagement
Public Comment Period of Draft Plan
The public review period will last 14 days. A notice of the
public review and comment period will be posted to the
project website, which will be shared by all project partners to
their outreach lists and all Advisory Committee members will
be alerted and asked to share with their local networks.
Comments received during the public review and
comment period will be reviewed and addressed in the
final Plan as appropriate.
Figure 19 – Trumansburg Farmer’s Market Public Engagement
Figure 18 – Newfield Old Home Days Public Engagement
30
Engagement and Collaboration
3131
Website and Social Media Marketing
Figure 20 – Screenshot of the Project Website
Digital flyers were distributed by the project team to advertise the public meetings and pop-up events. The project website,
https://safestreetstompkins.com provided resources, project materials, the Safety Data Performance Viewer, and a contact page.
Figure 21 – Screenshot of the Tompkins County Safety Data Performance Viewer
Engagement Key Takeaways
Key themes from the public engagement process included:
• Specific concerns around safety on major state
roadways including Route 13 and Route 96,
particularly as these roadways bisect downtowns,
and contribute to speeding and unsafe conditions for
pedestrians;
• Sight distance issues at geometrically abnormal
intersections and areas with dramatic topography;
• Speeding concerns; and
• Interest in more pedestrian facilities, including
sidewalks, crosswalks, and around crossings for
existing and planned trails and at key destinations.
Policy and Process Review
3332
This section outlines current transportation safety
policies and procedures related to Tompkins County,
and recommends new strategies based on national best
practices to reduce serious injuries and fatalities. This
section includes a review of State, regional, and municipal
policies, identifies gaps in these polices, and provides policy
recommendations with lead agencies and timelines.
State Policy Review
The New York SHSP uses FHWA’s Safe System Approach,
which prioritizes safety for all users, accounts for human
error, and uses a multidisciplinary approach. More details
on the Safe System Approach are available in Section 1.
Referenced policies and procedures embody elements of
the Safe System Approach as a means to achieving Vision
Zero in New York, which applies at both county and local
levels of government.
Complete Streets
The State of New York Complete Streets Act was signed into
law in 2011, and it requires agencies that receive federal
funding to consider the mobility and convenience of all
users when developing transportation projects, which
includes bicyclists, pedestrians, public transportation
riders, and motorists of all ages.
The Capital Project Complete Streets Checklist was created
by NYSDOT to assist agencies in identifying needs for
Complete Streets design features on capital projects.
The checklist provides a project-level evaluation of
mobility constraints and opportunities and transportation
improvements within a defined area. The checklist is
required for all federal-aid projects that have NYSDOT
oversight. This checklist will be updated as part of
NYSDOT’s Active Transportation Strategic Plan effort,
currently in process.
Speed Management
New York State Assembly Bill A1007A signed by the
Governor in August 2022 authorizes cities, villages, and
towns to reduce the speed limit to 25 miles per hour
on facilities they own from what had been the lowest
permitted speed limit of 30 miles per hour (outside of
a school zone). This bill did not, however, change the
authority to set a speed limit or the process. Currently,
cities and villages can make a speed limit change if they
follow the Manual on Uniform Traffic Control Devices
(MUTCD) guidelines and have it certified by a professional
engineer; however, counties and towns still need to petition
the NYSDOT.
Posting a speed limit in a school zone is controlled by the
Vehicle and Traffic Law and MUTCD criteria, and a summary
of the requirements and considerations for posting a
Section FivePolicy and Process Review
school zone speed limit can be found on the NYSDOT
website. These zones, according to the NYSDOT website, are
primarily used to enhance safety for children who walk
or ride to school or a childcare facility. It further states that
the need for a school speed limit is diminished if most or all
students are provided transportation; however, it does not
preclude them if there are other safety reasons related to
students walking or bicycling along or across a road near a
school.4
Traffic Violation Monitoring Systems include speed cameras,
red light cameras, and school bus photo violation monitoring
systems. Speed cameras are currently permitted by the New
York State Legislature in school and work zones in New York
City, Albany, and Syracuse. New York City was first permitted
to use the cameras in 1994. In 2013, the state legislature
amended the legislation to permit cameras in school zones
during certain times related to school hours of operation.
Tickets issued are sent to the vehicle owner as the camera
captures the license plate and vehicle, not the driver. Red light
cameras are currently only permitted in certain jurisdictions,
such as New York City, Nassau County, Yonkers, Albany, and
a handful of others. Lastly, New York State Legislation (VAT
Article 29, Section 1174-A) allows counties, cities, towns, or
villages to use school bus photo violation monitoring systems
on roads they own in school districts for traffic violations
related to drivers passing stopped school buses.
New York State approved the Automated Work Zone Speed
Monitoring Program in 2021 to help enforce speed limits in
highway construction and maintenance work zones along
New York State highways – issuing tickets to vehicles traveling
in excess of 10 miles per hour over the work zone speed
limit on NYSDOT-maintained roads or on the New York State
Thruway. This is a joint initiative between NYSDOT and the
New York State Thruway Authority that builds upon ongoing
efforts to better protect highway workers. Cameras are in
4 Additional information can be found on the NYSDOT website: https://www.dot.ny.gov/about-nysdot/faq/posting-speed-limit-within-a-school-
zone.
5 NYSDOT Highway Design Manual, Chapter 18 Pedestrian Facility Design
operation in New York City, Albany, Buffalo, along the New
York State Thruway, and in other parts of the state. Locations
may vary on a rotating basis and are publicly available.
Vulnerable Road Users
Chapter 18 of the NYSDOT Highway Design Manual for
Pedestrian Facility Design requires consideration for the
accommodation of pedestrians, including pedestrians with
disabilities in the planning process. Those considerations
should include, at minimum, “a presumption that pedestrians
will be accommodated unless pedestrian access is prohibited
by law.”5
The Pedestrian and Bicycle Policy aims to develop a
transportation system that offers travel mode choices that
are inclusive of, accessible to, convenient, and safe for
pedestrians and bicyclists. The objectives of the policies are to
promote the development of pedestrian and bicycle networks
that support sustainable and livable communities, minimize
the impact on natural resources, reduce greenhouse gas
emissions, and improve quality of life.
NYSDOT is currently developing an Active Transportation
Strategic Plan (ATSP) to improve walking, biking, and using a
wheelchair throughout New York State. The ATSP will provide
direction and guidance for future active transportation
investments. The ATSP will replace the New York State Bicycle
and Pedestrian Plan from 1997.
Impaired Driving Policy
Leandra’s Law, signed into New York Law in 2009, requires
any person sentenced for driving while intoxicated to have
an ignition interlock installed on their vehicle for at least
six months. Ignition interlocks reduce the likelihood of
recidivism, which can result in a reduction in impaired driving
crashes.
34
Policy and Process Review
35
Occupant Protection Policy
In 1984, New York passed the nation’s first seat belt law. The
law allowed for primary enforcement and covered all front-
seat passengers and children up to ten years of age riding
in the back seat. Since November 2020, New York requires
that every occupant inside the vehicle regardless of seat
position wear a safety restraint. Additionally, passengers
under 16 years old must wear a seat belt or other restraint as
determined by height and weight.
Regional Policy Review
Complete Streets
ITCTC has a Draft Complete Streets Network Map but there is
no formal Complete Streets Policy for Tompkins County.
Safety Targets
ITCTC passed Resolution 21-04: Supporting Tompkins
Consolidated Area Transit’s Transit Safety Targets for Transit
Safety Performance Measures, which sets transit safety targets
for fatalities, injuries, safety events, and system failures for
fixed-route, deviated fixed-route, and paratransit service.
ITCTC also agreed to support NYSDOT statewide targets for
Safety Performance Management Measures per Title 23 Part
490.207 of the Code of Federal Regulations.
Municipal Policy Review
Complete Streets
The Town of Ithaca’s Complete Streets Policy (2015) aims
to create a safe, efficient, and well-connected multimodal
transportation system. This policy directs the Town to
reconstruct and maintain facilities to allow for safe travel and
welcoming environments, which are necessary for accessible
and safe travel for all users. Success will be evaluated
each year based on new facilities to aid connections for
multiple modes of travel (e.g., improvements to bike lanes,
crosswalks), roadway related crashes and injuries, number of
children walking or biking to school, and satisfaction levels
from surveys.
Roadway Speeds
Speed regulations for the Villages of Cayuga Heights, Dryden,
and Lansing within Tompkins County mandate maximum
speed limits of vehicles on highways within the corporate
limits of 30 miles per hour. These regulations commonly
include exceptions for school zones with limits of 15 to 20
miles per hour during school hours in the villages of Cayuga
Heights and Dryden.
Village of Cayuga Heights: Chapter 242 Article III Sidewalk
Districts notes that the Board of Trustees can create plans
for new sidewalks in a sidewalk district if 25 property owners
request it, provided that no existing plans dictate guidance
for sidewalk installation. The Board would also provide a
financing plan and have the authority to provide for the cost
of construction and maintenance of the sidewalk system.
The Town of Ithaca Comprehensive Plan (2014) states that
one of the Town’s goals is to control traffic speed through
road design standards, traffic calming, and reduction of road
widths.
Vulnerable Users
The City of Ithaca Bike Parking Ordinance in 2010 sets
standards for bicycle parking at businesses, apartments,
schools, offices, etc. as part of the site plan review process.
It has resulted in the installation of over 200 hundred new
bicycle parking spaces since 2007.
The Village of Lansing adopted Local Law 3 in 2021 which
requests that appropriate sidewalks be installed by owners
or developers when a special permit or subdivision is filed, as
stated in the Village of Lansing Greenway Plan (2022).
Safe Routes to School (SRTS)
ITCTC’s 2045 Long Range Transportation Plan documents that within the last ten years, the City of Ithaca, Villages of Trumansburg,
Cayuga Heights, and Dryden, and the Town of Ithaca were provided Safe Routes to School (SRTS) funding. ITCTC has and will
continue to support pedestrian and bicycle safety in the county through data, technical assistance, and funding opportunities.
Current Policy and Planning Landscape
Following a review of current policies, a number of potential gaps in state, regional, and municipal policies were identified.
Policy Gap Analysis
Potential gaps in state policies include:
• New York does not have a statewide Intersection Safety Action Plan. This plan would offer a systemic approach to reducing
crashes at high-risk locations and addressing the concerns of vulnerable road users. This approach helps identify, assess,
and address safety issues at intersections through data-driven, targeted strategies.
• According to NYSDOT’s Roadway Departure Safety Action Plan (2024), New York does not currently have a law prohibiting
aggressive driving. However, some aggressive driving behaviors can be labeled “reckless driving” or otherwise captured in
speed limit violations.
• New York State does not have an official policy for incorporating safety early in the transportation planning process. This
would be an integral role in implementing traffic safety practices as safety needs to be one of the components to be
considered for project prioritization in plans such as SHSPs, Transportation Improvement Programs (TIP), and Metropolitan
Transportation Plans.
• New York State’s safe passing law does not define “safe passing distance” for cyclists, whereas neighboring states define this
as 3’ to 4’.
Potential gaps in regional policies include:
• Tompkins County and ITCTC do not have a regional Vision Zero policy. Developing a Vision Zero policy can help eliminate
traffic fatalities and serious injuries by prioritizing safety in all transportation planning and design. The Vision Zero policy uses
a systemic framework to ensure that no road design, behavior, and enforcement fails to prioritize safety for all.
• Tompkins County and ITCTC do not have a regional Complete Streets policy. ITCTC recommends implementation of
Complete Streets features on roadways as part of its 2045 Long Range Transportation Plan. This policy can be a crucial first
step to reducing traffic crashes, improving public health, ensuring equity, and rectifying historical inequities of transportation
solutions.
• Tompkins County and ITCTC could create committees and coordinate with community engagement groups for roadway
safety for all modes, particularly non-motorized modes. By conducting this type of engagement, the needs of users of this
roadway system could be directly utilized to help tailor safety improvements for these specific needs.
36
Policy and Process Review
37
• ITCTC identified safety education as a priority for investment in the 2045 Long Range Transportation Plan. The Plan
suggested programs for elementary schools and seniors and identified community groups for partnerships. Tompkins
County and ITCTC do not have regional education campaigns to curtail dangerous driving behavior (e.g., aggressive driving,
driving under the influence). These campaigns could help raise awareness of the risk and consequences of dangerous
driving behavior.
• Tompkins County could proceed with passing a defined safe passing law (defining safe passing distance as 3’ to 4’), following
the precedent set by Monroe and Suffolk Counties.
Potential gaps in municipal policies include:
• The City of Ithaca Comprehensive Plan (2015) identified the need to work with community partners on educational
campaigns addressing distracted driving. Educational campaigns are needed to raise awareness on safe driving behaviors,
change driver attitudes, and improve compliance with traffic safety rules.
• The Town of Ithaca aims to maintain a vehicle crash database on a continuous basis. The data would help identify dangerous
locations and mitigate potential issues, as stated in the Town of Ithaca Comprehensive Plan (2014). Data collection is
necessary to create tailored strategies to effectively and efficiently meet transportation safety deficiencies. Additionally, the
Town of Ithaca strives to continue to petition the County and State for speed limit reductions in certain areas, as outlined in
the Town of Ithaca Comprehensive Plan (2014). Speed limit reductions can significantly impact the severity of crashes and
improve street safety, especially on roadways frequented by vulnerable road users.
• The Town of Caroline aims to prioritize safe roadways with sensible and enforceable speed limits, as stated in the Town of
Caroline Comprehensive Plan (2020).
• The Town of Danby seeks to work with TCAT to expand mobility options for the population, especially for seniors and youth,
as stated in the Town of Danby Comprehensive Plan (2011). Increasing mobility options and prioritizing accessible non-
motorized connections can significantly raise safety amongst vulnerable road users and decrease the likelihood of serious
crashes with these users.
• Municipalities in Tompkins County can develop and embrace Vision Zero and Complete Streets policies to enhance roadway
safety and accelerate progress towards this goal. These policies provide multidisciplinary approaches and strategies to
eliminate roadway related fatalities and serious injuries.
• Automated enforcement can be used to supplement enforcement strategies, targeting speeding in high-risk locations,
such as work zones or school zones. Few cities in New York (e.g., New York City, Buffalo) have implemented automated
enforcement strategies. These could be adopted more widely in Tompkins County.
• Municipalities in Tompkins County can also improve their project development processes to advance Complete Streets
design principles. These processes can develop a roadway system and design an environment that ensures safety for all
road users.
• Local municipalities can consider adoption of local safe passing ordinances, defining required passing distance and requiring
motorists to safely pass someone traveling on a bicycle.
Policy and Process Recommendations
The potential gaps and best practice review informed the policy recommendations,
which are outlined below. Lead and partner agencies, emphasis areas, safe system
approach elements, timelines, and potential funding sources (if applicable) are identified.
Project Development
The New York State SHSP (2023) requires the use of the Complete Streets checklist when designing roadway projects to develop
safety measures for all road users. Quick-build projects allow municipalities to explore short-term safety solutions as one iteration of
design.
Table 4 - Project Development Recommendations
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline
Funding (if
applicable)
Incorporate Complete
Streets measures in project
development to consider
safety for all roadway users.
Municipalities Tompkins
County,
ITCTC
Vulnerable Road
Users, Roadway
Departures
Safer Speeds,
Safer Roads
Ongoing Not Identified
Consider incorporation of
Vision Zero and Complete
Streets criteria when selecting
new projects for the TIP.
ITCTC Municipalities Vulnerable Road
Users, Roadway
Departures
Safer Speeds,
Safer Roads
Ongoing Not Identified
Create and share educational
materials for quick-build
demonstrations to local
member agencies.
ITCTC Municipalities Intersections,
Roadway
Departures
Safer Roads 1 year Not Identified
POLICY AND
PROCESS CHANGES
38
Policy and Process Review
39
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline
Funding (if
applicable)
Develop Complete Streets
policies that reflect community
needs, prioritize the safety
of vulnerable road users,
and are actionable through
strong partnerships with
stakeholders.
ITCTC Municipalities Vulnerable Road
Users, Roadway
Departures
Safer Vehicles,
Safer Speeds,
Safer Roads
1-3 years Municipal
Create a member agency
working group to ensure
Complete Streets policies are
consistent with transportation
plans.
ITCTC Municipalities,
Tompkins
County
Vulnerable Road
Users, Roadway
Departures
Safer Roads 1-2 years Not Identified
Ensure that streets provide
seamless connections
between different
transportation modes, such
as safe access to bus stops,
bicycle routes, and pedestrian
walkways, encouraging more
sustainable transportation
choices.
Municipalities ITCTC Vulnerable Road
Users, Alternate
Road Vehicles
and Commercial
Vehicles, Age
Related
Safer Vehicles,
Safer Roads
1-3 years Not Identified
Regularly assess street safety
through Road Safety Audits
and evaluations to identify
potential hazards and address
safety gaps for all road users.
Municipalities ITCTC Intersections,
Vulnerable Road
Users, Roadway
Departures
Safer Vehicles,
Safer Roads
1-3 years Highway
Safety
Improvement
Program
Complete Streets
Complete Streets frameworks are tailored by communities’ unique processes and evaluate the street design components to
augment quality of life, reduce roadway related fatalities and injuries, and create a welcoming and convenient environment for all.
Partnerships and coordination among government agencies, community organizations, and community members are required to
establish a system that effectively meets the needs of road users.
Table 5 - Complete Streets Recommendations
Reduce Speed Limits
Speed limits reflect the use-type of roadways and must be limited to lower the risk and severity of crashes. Factors such as
intersections with other roadways, traffic volumes, road environment, and presence of vulnerable users can impact how speed
limits are set. Generally, speed limits can play a valuable role in curbing dangerous human behaviors, reducing friction with other
transportation modes, and creating a predictable road environment. New York State Legislation (A.1007-A/S.2021-A) allows cities,
towns and villages to reduce speed limits to 25 miles per hour on facilities which they own, pursuant to an engineering study in
accordance with the MUTCD, to help prevent roadway-related fatalities and serious injuries.
Table 6 - Reduce Speed Limits Recommendations
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Enforce lower motor vehicle
speeds, especially in school
zones.
Municipalities Tompkins
County, ITCTC
Vulnerable Road
Users, Roadway
Departures,
Aggressive
Driving
Safer Speeds 1-2 years Police Traffic
Services (PTS)
grant program
Pursue speed limit reductions
in locations with high
pedestrian and bicycle
volumes.
NYSDOT Tompkins
County, ITCTC,
Municipalities
Vulnerable Road
Users, Roadway
Departures,
Aggressive
Driving
Safer Speeds 1-2 years Not Identified
Create a Speed Limit Study
template in accordance
with the Manual of Uniform
Traffic Control Devices and
guidance from FHWA and the
National Association of City
Transportation Officials.
NYSDOT Tompkins
County,
municipalities
Intersections,
Roadway
Departures,
Aggressive
Driving
Safer Speeds 1-2 years State
40
Policy and Process Review
41
Vision Zero Action Plan & Data Monitoring
Vision Zero action plans allow communities to use a holistic framework to recognize that traffic deaths are preventable. Action plans,
however, are the start of an on-going process of infrastructure improvements and data monitoring.
Table 7 - Vision Zero Action & Data Monitoring Recommendations
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Prioritize infrastructure
improvements at locations
that see the highest number
of severe and fatal crashes
(using a Hot Spot screening
approach).
Municipalities ITCTC Intersections,
Vulnerable Road
Users, Roadway
Departures
Safer Roads 5 years Not Identified
Adopt a proactive, ongoing
data monitoring approach to
identify and address high-risk
locations and behaviors across
the entire transportation
system.
ITCTC Municipalities Road User
Behaviors,
Aggressive
Driving
Safer Roads 1 year Municipal
Develop and adopt a Vision
Zero Policy.
ITCTC Municipalities,
Tompkins
County
Vulnerable Road
Users
Safer Roads 1 year Not Identified
Design Standards
Street Design Standards provide a systematic approach to developing safe, efficient, and welcoming streets for all users. Strong
guidance can be developed and implemented with close engagement with community members and strong partners to lead and
produce changes.
Table 8 - Design Standards Recommendations
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Develop Street Design
Standards in collaboration
with communities and
tailor street designs with
sensitivity to land use and
community context.
Tompkins
County
Municipalities,
ITCTC
Intersections,
Vulnerable Road
Users, Roadway
Departures
Safer Roads,
Safer Speeds
1-3 years SS4A
Implementation
Incorporate Complete
Streets strategies into
design standards, ensuring
that roads are designed to
accommodate all users.
Municipalities Tompkins
County
Intersections,
Vulnerable Road
Users, Roadway
Departures
Safer Roads,
Safer Speeds
Ongoing Not Identified
Prioritize safety interventions
on the High Injury Network
(HIN) to reduce roadway
crashes.
Municipalities Tompkins
County
Intersections,
Vulnerable Road
Users, Roadway
Departures
Safer Roads 3-5 years Not Identified
42
Policy and Process Review
43
Safe Routes to School (SRTS)
SRTS aims to provide safer and more comfortable ways for children to walk or bike to school. These programs feature engagement
with local communities, parents, and school leadership to develop strategies for robust, consistent, and effective implementation.
Table 9 - SRTS Recommendations
Education
Education can be a powerful tool in shifting driver behavior and attitudes to enhance road safety. The New York State SHSP (2023)
recommends supporting community traffic safety programs.
Table 10 - Education Recommendations
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Establish Safe Routes to School
programs in communities
to enhance safety access for
children.
Municipalities School
districts
Vulnerable Road
Users
Safer People 3 years NYSDOT
Transportation
Alternatives
Program (TAP)
Develop comprehensive
school travel plans in
partnership with schools, local
transportation agencies, and
community stakeholders.
Municipalities School
districts
Vulnerable Road
Users
Safer People 1 year NYSDOT
Transportation
Alternatives
Program (TAP)
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Increase education
campaigns to promote safe
road behavior and help the
public understand risks and
consequences of dangerous
road behavior.
NYSDOT ITCTC,
Tompkins
County,
municipalities,
Governors
Traffic Safety
Committee
(GTSC)
Road User
Behaviors,
Agre Related,
Aggressive
Driving
Safer People 1 year/
ongoing
Section 402
State and
Community
Highway
Safety Grant
Program
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Collect data before and
following safety improvements
to analyze outcomes.
NYSDOT ITCTC,
Tompkins
County,
municipalities
Road User
Behaviors,
Age Related,
Aggressive
Driving
Safer People Ongoing Not
Identified–
may be
eligible
through
design and
engineering
funding
Create and sustain a public
website that provides
information, resources,
training, and educational
opportunities.
ITCTC,
Tompkins
County
Municipalities Vulnerable Road
Users, Road
User Behaviors,
Aggressive
Driving
Safer People 1 year Not Identified
Traffic Violation Monitoring Systems
Traffic violation monitoring systems can help manage driver behavior. Other municipalities in New York have successfully established
speed cameras through legislation (see VAT Article 30, Section 1180-F). New York State Legislation (VAT Article 29, Section 1174-
A) allows counties, cities, towns, or villages to install and use school bus photo violation monitoring systems on roads they own in
school districts for traffic violations related to drivers passing stopped school buses.
Table 11 - Traffic Violation Monitoring Systems
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Pursue speed violation
monitoring systems in school
zones with the NY State
Legislature.
Tompkins
County
ITCTC,
Municipalities,
NY State
Legislature
Road User
Behaviors,
Aggressive
Driving
Safer Speeds 1-2 years Tompkins
County
Establish traffic violation
monitoring systems to prevent
the passing of school buses to
ensure compliance with road
safety laws and data collection
for identification of road safety
improvements.
Municipalities,
Tompkins
County
NYSDOT,
ITCTC, School
Districts
Road User
Behaviors,
Aggressive
Driving
Safer Speeds 1-2 years Municipal
44
Policy and Process Review
45
Speed Monitoring Displays
Speed monitoring displays provide real-time feedback to drivers and create immediate opportunities for driver reflection and
behavior correction. The display heightens awareness, which can help prevent roadway crashes, encourage safe driving, and reduce
speeding.
Table 12 - Speed Monitoring Displays Recommendations
Vulnerable Road Users & Equity
The New York SHSP (2023) recommends continuation of public awareness of vulnerable user safety issues, increased accessibility of
education, establishing VRU safety and enforcement training to police officers, and conducting community engagement training for
outreach with VRU. Moreover, best practices and SS4A guidance suggest prioritizing projects in environmental justice communities.
Table 13 - VRU & Equity Recommendations
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Install more speed monitoring
displays to correct driver
behavior in real-time.
NYSDOT,
Tompkins
County,
municipalities
ITCTC Road User
Behaviors,
Aggressive
Driving
Safer Speeds 1 year Municipal
Install speed monitoring
displays in neighborhoods
with high pedestrian traffic or
in school zones.
NYSDOT,
Tompkins
County,
municipalities
ITCTC Vulnerable Road
Users, Road
User Behaviors,
Aggressive
Driving
Safer Speeds 1 year Municipal
Lead
Agency Partner Agency
SHSP
Emphasis
Area
Safe System
Approach
Element Timeline Funding
Increase promotion of
vulnerable user safety through
public campaigns, community
outreach, and additional safety
training.
ITCTC,
NYSDOT
Municipalities,
Tompkins County
Vulnerable
Road Users
Safer People 1 year Section 402
State and
Community
Highway Safety
Grant Program
Prioritize protected
infrastructure on critical gaps
in the bicycle and pedestrian
networks.
ITCTC,
NYSDOT
Municipalities,
Tompkins County
Vulnerable
Road Users
Safer Roads 1-5 years Section 402
State and
Community
Highway Safety
Grant Program
Work Zone Safety
Work Zone Safety refers to the strategies and measures implemented to protect workers, drivers, and pedestrians within road
construction and maintenance areas. Ensuring safety in work zones is a critical component of the SS4A approach, which focuses on
minimizing traffic-related injuries and fatalities. Work zone safety includes the use of appropriate signage, barriers, traffic control
devices, and speed reductions to mitigate risks associated with construction zones.
Table 14 - Work Zone Safety Recommendations
Lead
Agency Partner Agency
SHSP
Emphasis
Area
Safe System
Approach
Element Timeline Funding
Evaluate lighting and
street conditions for safety
improvements.
ITCTC,
NYSDOT
Municipalities,
Tompkins County
Vulnerable
Road Users
Safer Roads 1-3 years Section 402
State and
Community
Highway Safety
Grant Program
Evaluate how project
prioritization processes can
incorporate equity as a factor.
ITCTC,
NYSDOT
Municipalities,
Tompkins County
Vulnerable
Road Users
Safer Roads 1 year Not Identified
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Employ proper training and use
of safety protocols for workers.
NYSDOT,
municipalities,
Tompkins
County
ITCTC Alternate Road
Vehicles and
Commercial
Vehicles
Safer People 6-9
months
Section 405
National
Priority Safety
Program
Deploy work zone speed
cameras where possible.
NYSDOT, New
York State
Thruway
Authority
(NYSTA)
Alternate Road
Vehicles and
Commercial
Vehicles, Safer
Speeds
Safer Roads 1-2 years State
47 46
Data
The New York SHSP (2023) recommends expansion of data collection on all public roads, which can include: consolidation of
pedestrian count data, use of travel demand models to identify pedestrian and cyclist activity, collection of demographic data on
police reports. Additional best practice recommendations include collaboration for vulnerable road user data collection strategies
and continuation of CLEAR training for NYSDOT staff, local municipalities, and ITCTC.
Table 15 - Data Recommendations
Lead
Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Strengthen data collection
through consolidation of
mode-based data, increased
intake of varied data types,
and training and collaboration
with other entities.
ITCTC,
NYSDOT
Municipalities,
Tompkins
County
Vulnerable Road
Users, Alternate
Road Vehicles
and Commercial
Vehicles, Age
Related
Safer Roads Ongoing Municipal
Regularly collect and analyze
detailed crash data to identify
trends, hotspots, and areas
with serious injuries and
fatalities incidents.
ITCTC,
NYSDOT
Municipalities,
Tompkins
County
Intersections,
Roadway
Departures
Safer Roads Ongoing Not Identified This section provides a comprehensive set of project and
strategies to address the challenges identified in the SS4A
Action Plan development process. These elements include:
• Twenty-one profiles of priority locations, including
project recommendations and cost estimates
• Systemic Countermeasure Packages
• Emphasis Areas, Strategies, and Actions table
These three sections meet the required SS4A plan element
of strategy and project selections. Each section was
determined by local data, best practices, stakeholder input,
and equity considerations. In combination, these sections
seek to address the safety problems described in prior
memos and the Action Plan. All three sections align with
both the Safe System Approach and the New York SHSP.
Priority Location Profiles & Recommendations
The 21 Priority Location Profiles are located in Appendix
B. Segments and intersections with high weighted scores
in each participating municipality based on several factors,
including overrepresentation of crashes, VRU crashes and
risks, equity priority areas and destinations, and isolated
transit stops, were selected and then discussed with
representatives of those jurisdictions. The final network
contains 11 intersections and ten segments for a total of 21
priority safety locations.
Each Priority Location Profile is divided into four sections:
Existing Conditions, Crash Analysis, Countermeasure
Recommendations, and Cost Estimates. There are 21
project sites, numbered one through 21. Sites one
through 11 are intersections, while sites 12 through 21 are
segments. Throughout the profiles, photos taken during
field observations and those provided by municipalities are
included.
The Existing Conditions section includes the project site
aerial, key characteristics, key findings, and an existing
conditions narrative. Both intersections and segments
share similar data points, such as functional classification,
Average Annual Daily Traffic (AADT), speed limit, roadway
ownership, and adjacent land use. The key differences are
that intersections include intersection type, while segments
include a description and segment length. The Key Findings
section provides a summary of the entire profile. The
Existing Conditions section describes the surrounding
roadway as well as the project site and its vicinity.
Section SixStrategy and Project Selections
STRATEGY AND
PROJECT SELECTIONS
48
Strategy and Project Selections
49
The Crash Analysis section presents a summary of crashes
that have occurred between 2018 and 2023. The data,
derived from NYSDOT CLEAR crash data set, includes both
visual and narrative breakdowns of the crash types. This
section highlights the total number of fatal and serious
injury crashes and includes a map showing specific crash
locations for various user groups (e.g., auto, bicycle,
pedestrian, deer/animal, and others).
The Countermeasure Recommendations section is divided
into two pages: one page features a plan view illustration,
followed by a narrative that explains each recommended
countermeasure. This approach allows for the communication
of information both visually and descriptively.
For intersections, the illustration offers a detailed depiction of
the layout and signage, as intersection recommendations are
more complex due to the localized nature of the site, allowing
for more specific recommendations. For segments, the
illustration includes icons representing FHWA Proven Safety
Countermeasures, where applicable, as these sites typically
cover greater distances and require different countermeasure
considerations.
The Cost Estimates section includes a spreadsheet detailing
the breakdown of quantities, units, unit costs, and total costs
for each countermeasure, along with a subtotal and a ten
percent contingency range. This section was prepared in
February of 2025 utilizing bid tabulation data provided by the
NYSDOT Electronic Pay Item Catalog, along with the current
state of the construction market in the upstate New York
area. The most recent year data available was used for each
individual unit cost, and these estimates are to be used for
planning purposes only.
Systemic Countermeasure Packages
NYSDOT has approved an increasing number of systemic
treatments that are adopted in the NY SHSP through the
further adoption of specific Emphasis Area plans.
These include:
• Pedestrian Safety Action Plan (2018)
• Vulnerable Road User Safety Assessment (2023)
• Roadway Departure Safety Action Plan (2024)
These plans include both individual countermeasures and
packages that are tailored to specific Focus Facilities and
other locations demonstrating identified Risk Factors. The
Systemic Treatment Packages for Intersections, Pedestrians,
Roadway Departures, and Speed Management bring together
the approved countermeasures included in each NYSDOT
Emphasis Area plan, Engineering Instruction bulletins, or
other national guidance.
A full list of the Systemic Countermeasure Packages are in
Appendix C. The Packages are grouped with the intent of
providing facility owners with broad guidance for multiple,
layered countermeasures that together will have a cumulative
reduction in the risk of fatal or severe injury crashes. They
are arranged by Focus Facility, eligibility, countermeasure
type, and compatibility. Those indicated as ‘HSIP-eligible’
will be eligible for the HSIP without site-specific benefit-cost
analyses. Individual countermeasures may be required to
have a field evaluation and “Enhanced” packages may require
further study.
The countermeasures are intended to be implemented
through a number of means:
• “Bundling” in a single contract across multiple focus
facilities across one or more jurisdictions;
• Added as safety improvement scope in capital
projects; or
• Incorporated into routine pavement, signage, and
signal maintenance programs.
Emphasis Areas, Strategies, & Actions
Throughout the SS4A Plan development process, the project team and stakeholders narrowed down Emphasis Areas, strategies,
and actions to guide the final plan and provide an actionable list of items for the project team to be able to implement after the plan
development is completed. Emphasis Areas, strategies, and actions were created through a combination of the following:
• New York State Highway Safety Plan
• Tompkins County crash data
• Safe Systems Approach guidance
• Themes gathered from public input
• Municipality input
• Review of relevant local documents and plans, including:
• ITCTC’s Long-Range Transportation Plan
• Tompkins County and municipal comprehensive plans
• State Route 13 Corridor Study
The Emphasis Areas for this Plan are the following:
• Intersections
• Roadway Departures
• Vulnerable Road Users
• Age-Related
• Road User Behavior
The final, complete table of action items organized by Emphasis Area and strategies, with suggested action leaders, the associated
safe system element, level of resources needed, and timeline, is available in Appendix D. This list is consistent with the strategies
and themes of the New York SHSP but adapted to the local context of Tompkins County and the participating municipalities in this
project. The full list of actions can be used as an implementation tool for the participating jurisdictions to determine next action
steps in the various areas of safety, from infrastructure, behavior, and enforcement.
A prioritized list of actions, seen in Table 16, were determined based on discussions with the project team and stakeholders
throughout the process. The full list of recommended action items is in Appendix D, which includes Secondary Emphasis Areas. For
transparency and to track progress, Section 7 provides suggested performance measures to track the highlighted strategies and
actions.
50
Strategy and Project Selections
51
Table 16 - Highlighted Emphasis Areas, Strategies, & Actions
Emphasis
Areas Strategies Actions Performance Metric Action Leader
Safe System
Element
Resources
Needed Timeline
Intersections Implement proven
safety countermeasures
and low-cost solutions
at priority intersections
to mitigate likelihood
and severity of
intersection crashes
based on location-
specific crash data
Implement applicable countermeasures from the Systemic Treatment Package
for Intersections.Number of countermeasures implemented All municipalities Safer Roads Medium Long-Term
Focus on roundabout implementation to reduce speed while improving traffic flows Number of roundabouts installed All municipalities Safer Roads,
Safer Speeds High Long-Term
Continue to improve signage, signal timing, and enhance pavement markings
where needed at intersections
Number of intersection signage, signal timing,
and pavement marking improvements All municipalities Safer Roads Medium Mid-Term
Increase sight distance (visibility) of intersections on approaches, improve lighting,
and maintain/repair nonoperating traffic detectors in signalized intersections
Number of signalized intersections with
improvements All municipalities Safer Roads Medium Mid-Term
Develop and adopt an Intersection Control Evaluation (ICE) process that uses the SSA
for determining appropriate intersection design to consider roundabouts at all
intersections that are being designed or considered for signalization
Development and adoption of ICE process All municipalities,
ITCTC, County Safer Roads High Long-Term
Implement permanent curb extensions, roundabouts, or other treatments to slow
turning vehicle speeds at high crash intersections Number of treatments All municipalities Safer Roads,
Safer Speeds Medium Mid-Term
Implement systemic
safety improvement
projects at high-risk
intersections
Consider widespread implementation of mini and regular roundabouts using quick
build design practices Number of quick build roundabouts installed Rural municipalities Safer Roads Medium Long-Term
Target unusual and outdated intersection configurations for modernization, such as
dog-legs, 5 or 6 legged intersections, skewed intersections where the legs are not
perpendicular and visibility is low
Number of intersections updated All municipalities Safer Roads High Mid-Term
Support policy
initiatives to improve
intersection safety
Consider removing permissive left turns during active pedestrian phase, and develop
criteria for where a No Turn on Red policy can apply, starting with intersections along
the High-Injury Network (HIN). Coordinate with NYSDOT as needed.
Number of left/right turn policies updated All municipalities,
NYSDOT
Safer Roads,
Safer People Low Short-Term
Develop Intersection Street Design Standards in collaboration with communities and
tailor street designs with sensitivity to land use and community context Develop Standards ITCTC, County, NYSDOT,
All municipalities
Safer Roads,
Safer Speeds Medium Mid-term
Roadway
Departures
Implement proven
safety countermeasures
and low-cost solutions
to reduce roadway
departure crashes
based on roadway
departure crash data
on priority segments
Implement applicable countermeasures from the Systemic Treatment Package for
Roadway Departures that address roadway departure crashes Number of countermeasures implemented All municipalities Safer Roads Medium Mid-Term
Assess pavement and striping conditions along the HIN roadways or priority segments;
identify locations to use repaving and restriping to implement safer road designs;
coordinate with resurfacing and restriping programs to prioritize and implement
necessary locations
Miles of pavement/striping assessed and
improved All municipalities Safer Roads Medium Short-Term
Pilot pavement friction countermeasures and evaluate their performance in crash reductions Pilot and evaluation conducted All municipalities Safer Roads,
Safer Vehicles Medium Mid-Term
Implement systemic
safety improvements to
decrease the severity
of roadway departure
crashes
Pilot pavement friction countermeasures and evaluate their performance in
crash reductions Pilot and evaluation conducted All municipalities Safer Roads,
Safer Vehicles Medium Mid-Term
52
Strategy and Project Selections
53
Emphasis
Areas Strategies Actions Performance Metric Action Leader
Safe System
Element
Resources
Needed Timeline
Pursue a collaborative contract for ball bank studies to develop a county-wide inventory
of horizontal curves Contract and inventory completed All municipalities,
County Safer Roads Low Mid-Term
Provide shoulder widening for Focus Facilities identified in the Joint Safety Action Plan’s
systemic analysis Percentage of Focus Facility shoulders widened Rural municipalities Safer Roads,
Safer Vehicles Medium Mid-Term
Develop low-cost systemic horizontal curve program that includes countermeasures
such as clear zone improvements, lighting, etc.Program established All municipalities Safer Roads Low Short-Term
Upgrade guiderail to current standards and replace existing barriers that are damaged
or non-functional, and examine guardrail and other assets’ repair policy, including the
repair versus replace policy
Percentage guiderail compliant/updated All municipalities Safer Roads,
Safer Vehicles Medium Mid-Term
Use Motorcycle Protection Systems (MPS) to provide bottom protection to the
guiderail systems to prevent or cushion rider interactions with discrete elements of
guardrail to enhance motorcycle safety
MPS added to guiderail system policy All municipalities Safer Roads,
Safer Vehicles Medium Mid-Term
Vulnerable
Road Users
Continue implementing
infrastructure programs
to enhance vulnerable
road user safety on
priority segments, at
priority intersections,
and in High Risk areas
Utilize FHWA STEP, Proven Safety Countermeasures, and the Systemic Treatment
Package for Pedestrians to systemically implement countermeasures with known safety
benefits at both uncontrolled and signalized crossing locations
Number of countermeasures implemented All municipalities Safer Roads,
Safer Vehicles Medium Long-Term
Implement Complete Street Design Guide recommendations for priority intersections, gateway streets,
and Special Focus streets Number of recommendations implemented All municipalities Safer Roads,
Safer People Medium Short-Term
Implement pedestrian-friendly signal cycle lengths and leading pedestrian intervals at traffic signals Number of signal updates implemented All municipalities Safer Roads,
Safer People Low Mid-Term
Fix or remove surface irregularities, and provide routine maintenance of bicycle and pedestrian
accommodation facilities Number of facilities improved Rural municipalities Safer Roads Medium Mid-Term
Consider installing sidepaths or separated/raised/protected facilities for bike lanes on roadways with
speeds above 35 mph Number/mileage of facilities installed Rural municipalities Safer Roads,
Safer People High Mid-Term
Provide buffers, such as with paint, greenspace, trees, etc., to provide greater separation between
vehicular traffic and sidewalks, bicycle lanes, or sidepaths Miles of buffers installed Rural Municipalities Safer Roads,
Safer People Low Mid-Term
Develop a vulnerable road user safety assessment as outlined in Vulnerable Road User Safety
Assessment Guidance Assessment created County, All
municipalities
Safer Roads,
Safer People High Long-Term
Provide effective lighting and enhance conspicuity of pedestrians and bicyclists based on FHWA
Pedestrian Lighting Primer Number of lighting updates installed All municipalities Safer Roads,
Safer People Medium Short-Term
Close gaps in bicycle and pedestrian networks Miles of network gap closed County, Rural
municipalities Safer Roads Medium Mid-Term
54
Strategy and Project Selections
55
Emphasis
Areas Strategies Actions Performance Metric Action Leader
Safe System
Element
Resources
Needed Timeline
Enhance data
processes to obtain
vulnerable road user
volume, crash, and
infrastructure data
(especially in High-Risk
Areas)
Collect additional non-motorized crash, volume, and infrastructure data to improve
crash trends and high-risk areas analysis while including equity considerations Crash data collection updated All municipalities Safer Roads,
Safer People Low Mid-Term
Focus education
efforts aimed at safe
roadway behavior and
awareness of laws
regarding vulnerable
road users
Work with local advocacy groups to conduct safety campaigns and/or giveaway
programs to promote the use of safety equipment like active lights, reflectors, and r
etroreflective clothing among pedestrians and bicyclists
Number of campaigns, events, hours, or
giveaways All municipalities Safer Roads,
Safer People Low Mid-Term
Conduct enforcement and education campaigns (i.e. NYS Department of Health videos)
focused on addressing dangerous driving behaviors that threaten non-motorized
road users
Number of campaigns or clicks County, All
municipalities Safer Roads Low Mid-Term
Partner with schools to distribute educational brochures and materials with
identified Safe Routes to Schools Number of schools All municipalities Safer People Low Short-Term
Recruit effective partners to ensure the vulnerable road user programs are reaching
diverse and underserved communities Number of partners or hours All municipalities Safer People Low Mid-Term
Age-Related Support and implement
improved public
transportation options
and accessibility
Identify and promote programs and activities like driver assessments, public transit,
and driver improvement programs that help older road users stay mobile Number of programs or activities All municipalities Safer Roads,
Safer People Low Mid-Term
Increase awareness of
driving risks to younger
drivers amongst teens,
college age students,
parents and community
members
Expand and continue to support coalitions for safer teen driving, jurisdiction-wide
peer-led education activities, and teen/parent activities Number or hours of activities County, All
municipalities
Safer Roads,
Safer People Low Mid-Term
Road User
Behavior
Implement engineering
improvements to
mitigate high risk driver
behavior
Implement applicable countermeasures from the Systemic Treatment Package for
Speeding that address speeding crashes Number of countermeasures implemented All municipalities Safer Speeds Medium Mid-Term
Encourage the use of the FHWA Traffic Calming ePrimer to implement traffic calming
measures for all users, such as Speed humps, Raised crosswalks, etc. in coordination
with EMS and highway maintenance staff
N/A All municipalities, EMS Safer Speeds,
Safer Roads Low Short-Term
Increase usage of speed feedback (SFS) and dynamic warning signs to remind drivers
of travel speeds when entering urban areas or other high risk locations such as work
zones and continue to research the most effective locations for these signs
Number of SFS and/or dynamic warning signs
installed All municipalities Safer Speeds Low Mid-Term
56
Strategy and Project Selections
57
Emphasis
Areas Strategies Actions Performance Metric Action Leader
Safe System
Element
Resources
Needed Timeline
Develop a Traffic Calming Master Plan to guide the installation of traffic calming
infrastructure with input from EMS. Focus on installing speed reduction infrastructure
along high crash segments where excessive speed is a prominent crash factor
Plan developed All municipalities Safer Speeds, Safer
Roads Medium Mid-Term
Conduct coordinated
targeted enforcement
efforts and publicize
high-visibility
enforcement
Conduct high-visibility cell phone/text messaging enforcement to enforce the distracted
driving law Number of enforcement activities conducted All municipalities, Law
Enforcement Safer People Low Mid-Term
Continue jurisdiction-wide high-visibility enforcement and saturation enforcement in
active school zones, safety corridors, and work zones Number of enforcement activities conducted All municipalities, Law
Enforcement Safer People Low Mid-Term
Review the existing
speed management
standards and update
the speed limit setting
process
Perform speed studies to analyze impacts of posted speed limit change and potentially
lower local road speed limit to 25 mph to reflect safe speed threshold Speed stud(ies) conducted Rural municipalities Safer Speeds Medium Mid-Term
Conduct educational
and outreach efforts to
build awareness of safe
driving habits
Implement campaigns and provide education in schools on the dangers of
impaired driving Number of campaigns and/or schools
County, All
municipalities, School
districts
Safer People Low Short-term
Coordinate with safety partners to develop consistent speed related safety messaging
and distribute materials in local communities related to safe driving behavior Materials developed County, ITCTC, All
municipalities
Safer People,
Safer Speeds Low Short-term
Improve the collection
and quality of data
on high-risk driving
behavior
Increase training for law enforcement to record driver behavior characteristics and
related observations on crash report forms and ensure they can be recorded in crash
database
Conducted training
All municipalities,
County, Law
Enforcement
Safer People Low Short-term
Increase data sharing between local officers and engineering agencies to identify and
develop solutions for problematic areas Data inventory
All municipalities,
County , Law
Enforcement
Safer People Low Short-term
Improve and expand
the availability and
accessibility of child
restraint system
inspection stations and
increase the correct use
of child restraints
Host car seat awareness and instruction classes, and provide support for child seat
giveaway programs for populations that have lower than average proper car seat use,
especially in diverse and underserved communities
Number of events and/or giveaways provided County, All
municipalities Safer People Low Short-term
58
Performance Measurement & Transparency
The Plan goal to eliminate fatal crashes and reduce serious injury crashes by
50% by 2040 will require a collaborative effort among the project team and
stakeholders. To measure progress towards this goal and the implementation of
this Plan, both process and outcome measures will be reported publicly.
Outcome measures will focus on the end goal of this plan, which is to reduce the
fatal and serious injuries across all crash types. This will be publicly shown in the
online Safety Data Performance Viewer created for this project, hosted on the
project website. Examples of these outcome measures include:
• Total crashes
• Fatal crashes
• Serious injury crashes
• Fatalities
• Serious injuries
These statistics can be further broken down on the online Safety Data Performance Viewer by filters such as municipality, year,
and Emphasis Area.
Tracking and reporting process measures will provide transparency in how the region will get to the outcome measures. The
“performance metric” column of Table 16 provides information on how to report progress on the Plan’s highlighted action
items.
This Joint Safety Action Plan is designed to complement the New York SHSP and VRU Safety Assessment, which were last
updated in 2023. It is recommended that this Plan coordinates its update with the State-level plan updates in 2028. However, in
the meantime, it should be treated as a living document that is continuously referenced and updated as needed.
Section SevenProgress, Transparency, and Next Steps
Elimination of fatal
crashes and a 50%
reduction in serious injury
crashes by 2040
PLAN GOAL
Progress, Transparency, and Next Steps
59
The project team is committed to promoting transparency about this Plan and as such, intend to the take the following steps:
• Report and track both the outcome measures (fatal and serious injuries from crashes) and progress towards the 2040 goal,
as well as pre-determined process measures from Table 17, annually through the Implementation Program Annual Report.
This Annual Report will be sent to the Advisory Committee members and made publicly accessible on the project website,
hosted by Tompkins County.
• Hold public meetings annually to present the findings and results from the Annual Report.
• Annually update the public Safety Data Performance Viewer to monitor trends in traffic fatalities and serious injuries.
• Post the Safety Action Plan on the project website to allow jurisdictions to download and reference the document when
implementing safety countermeasures and preparing their grant applications.
• Continue to share safety project updates at the ITCTC’s Planning, Policy, and Joint Committee meetings as most of the project
members attend these meetings and the results are relevant to everyone attending.
Future Planning & Next Steps
In the coming years, the following steps will be taken:
• Designate a Tompkins County SS4A Joint Safety Action Plan Vision Zero Coordinator and continue meeting as a project team
to prepare the Annual Report and update the project website.
• Maintain strong relationships with stakeholders through regular engagement and communication.
• Promote and educate the stakeholders about the Joint Safety Action Plan, its goals, and progress.
• Annually update the public Safety Data Performance Viewer based on new data.
• Pursue additional funding opportunities, including SS4A Implementation Grants.
Acknowledgements
The project team thanks all of the stakeholders involved throughout this project, including members of the public that shared their
safety concerns and feedback. The project team would also like to thank USDOT for the opportunity to pursue this Safety Action Plan
to make Tompkins County a safer place for all residents and visitors.
PROGRESS AND
TRASPARENCY METHODS
60
Glossary
61
Glossary
Key Terms
Fatal or Serious Injury Crash: A fatal or serious injury crash
involves a motor vehicle traveling on a trafficway customarily
open to the public. A fatal crash must result in the death of
at least one person (occupant of a vehicle or a non-motorist)
within 30 days of the crash. This definition aligns with the
definition of a fatal traffic crash in the Fatality Analysis
Reporting System.
High Injury Network: Identifies the highest concentrations
of traffic crashes resulting in serious injuries and fatalities
within a given roadway network or jurisdiction.
Road User: People who use roads in any way—driving,
walking, biking, taking transit, using mobility devices like
wheelchairs and canes, or getting around some other way.
Vulnerable Road User: People that are unprotected when
traveling and people with limited mobility are considered
vulnerable road users. This includes people walking, biking,
or using micromobility because they are not in a protective
vehicle. It also includes people with disabilities, seniors, and
children who may move slower, have difficulty navigating, or
are less visible to people in cars.
Acronyms and Abbreviations
CLEAR: Crash Location and Engineering Analysis and
Reporting
FHWA: Federal Highway Administration
HIN: High Injury Network
HSIP: Highway Safety Improvement Program
ITCTC: Ithaca-Tompkins County Transportation Council
LOSS: Level of Service of Safety
MUTCD: Manual on Uniform Traffic Control Devices
NYSDOT: New York Department of Transportation
SHSP: Strategic Highway Safety Plan
SRTS: Safe Routes to School
SS4A: Safe Streets and Roads For All
TCAT: Tompkins Consolidated Area Transit
USDOT: United States Department of Transportation
VRU: Vulnerable Road User
Appendix B
A-1
Appendix A - Signed Jurisdiction Resolutions
These Resolutions will be included in the final Plan.
B-1
Appendix B - Priority Location Profiles and
Recommendations
These Profiles will be included in the final Plan.
Appendix C
C-1
Package Project Delivery Countermeasure(s)
Applicable
Locations Focus Facility(ies) Planning Considerations NYSDOT Reference HSIP Eligible
Signalized Signals, Beacons,
Illumination
• Backplates with retroflective borders
• Retime signals for Yellow and Red clearance intervals and improved coordination
• Signal Ahead sign
• Turning vehicle yield to Pedestrian Sign
• Advance cross
Signalized
Intersections
Urban 3-leg (T,Y) and
Cross Intersections
Pedestrian Safety Action Plan
(Appendix B)✔
Signalized
Enhanced (Various)
• (Signalized)
• Raised Crosswalks
• No Turn on Red sign (Overhead Blank-Out)
• Restrict parking
• Lighting
• Dedicated left- and right-turn lanes
Signalized
Intersections
Urban 3-leg (T,Y) and
Cross Intersections
Pedestrian Safety Action Plan
(Appendix B)✔
Stop-
Controlled
Maintenance; Signs,
Markings, and
Delineators
• Double oversized advance intersection warning signs (on through approach)
• Double oversized advance “Stop Ahead” warning signs (on the stop approach).
• Doubled (left and right), oversized Stop signs.
• Retroreflective sheeting on sign posts.
• Enhanced pavement markings
• Painted stop bar
• Removal of sight distance obstructions
Stop-Controlled
Intersections
Rural Stop-Controlled
Intersections
FHWA Proven Safety
Counter Measures:
Systemic Application of
Multiple Low-Cost Counter-
measures at Stop-Controlled
Intersections
Stop-
Controlled
Enhanced
Signals, Beacons,
Illumination
• (Stop Controlled)
• Flashing beacons
• Lighting
Stop-Controlled
Intersections
Rural Stop-Controlled
Intersections
FHWA Proven Safety County
Measures: (Above); Lighting
Round-abouts Construction (2R/3R)
• Mini-Roundabouts
• Single-Lane Roundabouts
• Mixed Lanes Roundabouts
All Intersections (All)
NCHRP Guide for
Roundabouts; MassDOT
Guidelines for the Planning
and Design of Roundabouts
✔
Appendix C - Systemic Countermeasure Packages
Table 17 - Intersection Systemic Treatment Packages
C-2
Appendix C
C-3
Table 18 - Roadway Departure Systemic Treatment Packages
Package Project Delivery Countermeasure(s)
Applicable
Locations Focus Facility(ies) Planning Considerations NYSDOT Reference HSIP Eligible
Curve Signage
Maintenance; Signs,
Markings, and
Delineators
• Horizontal alignment signs*
• Advisory speed plaque*
• Chevrons and/or One Direction Large Arrow*
Horizontal curves
on Expressways,
Arterials, and
Collectors
Rural Principal and
Minor Arterials, Major
Collectors, Local
AADT > 1,000;
Roadway Departure Safety Action
Plan – Level 1 Counter-measures
(Table 19)
✔
Curve Signage
Enhanced
Maintenance; Signs,
Markings, and
Delineators
• Oversized horizontal alignments signs
• “Recommended” and/or “Optional” horizontal alignment signs (Table 2C-5 of
Section 2C-07 (MUTCD, 2009))
• Reflectorized sleeves on signposts
• Post-mounted or barrier mounted delineators
• Breakaway sign supports
Horizontal curves
on Expressways,
Arterials, and
Collectors
Rural Principal and
Minor Arterials, Major
Collectors
AADT > 1,000; KA Roadway
departure crash history, At
least 1 Risk Factors (Tables
5-6, RwDSAP)
Roadway Departure Safety Action
Plan – Level 2 Counter-measures
(Table 19)
✔
Curve
Corridors (Various)
• Wider edge lines
• Curve warning pavement markings
• Flashing beacons/driver feedback signs
• Shoulder widening (including SafetyEdge)
• Clear zone improvements
• Fill slopes
• Roadside barriers
Horizontal curves
Rural Principal and
Minor Arterials, Major
Collectors, Local
At least 2 Risk Factors (Tables
5-6, RwDSAP)
Roadway Departure Safety Action
Plan – Corridor Projects (Table 20);
NYSDOT EI 10-012
✔
Friction
Treatments Construction (1R)• High Friction Surface Treatments Horizontal curves Must include a Benefit-Cost
Analysis > 1
Roadway Departure Safety Action
Plan – Corridor Projects (Table 20)✔
Lighting Signals, Beacons,
Illumination • Lighting Curves Rural Principal Arterials NYSDOT Policy on Highway Lighting,
Warrant WAC-1 ✔
CARDS Minor Construction;
Construction (1R)• Centerline audible roadway delineators (CARDs)All Functional
Classifications
Rural Principal and
Minor Arterials
Posted speed > = 45 mph;
AADT >= 2,000; No Median or
Two-Way Left Turn Lane
NYSDOT Engineering Instruction
13-021 ✔
SHARDS
Maintenance; Signs,
Markings, and
Delineators
• Secondary Highway Audible Roadway Delineators (SHARDs)All Functional
Classifications
Rural Principal and
Minor Arterials
Posted speed > = 50 mph;
AADT >= 2,000; Lane and
Shoulder wide must be >= 17’
NYSDOT Engineering Instruction
16-014 ✔
C-4
Appendix C
C-5
Table 19 - Pedestrian Systemic Treatment Packages
Package Project Delivery Countermeasure(s)
Applicable
Locations Focus Facility(ies) Planning Considerations NYSDOT Reference HSIP Eligible
Pedestrian
Crossings
Maintenance; Signs,
Markings, and
Delineators
• High-Visibility crosswalks
• Restrict parking at intersections (“Daylighting”)
• Signal Ahead signs
• No Turn on Red Signs
• Stop Here for Pedestrians Signs (Section 2B.19, MUTCD, 2024)
Signalized
Intersections
Urban 3-leg (T,Y) and
Cross Intersections
No Turn on Red signs
should be prioritized near
schools and other pedestrian
generators
Pedestrian Safety Action
Plan – Signalized Intersection
Improvements (Appendix B)
✔
Pedestrian
Crossings
Enhanced
Signals, Beacons,
Illumination
• Leading Pedestrian Interval
• Pedestrian countdown times
• Evaluate left-turn phasing for pedestrian crossings
• Accessible Pedestrian Signals
• No Turn on Red sign (Overhead Blank-Out)
Signalized
Intersections
Urban 3-leg (T,Y) and
Cross Intersections
AADT > 1,000; KA Roadway
departure crash history, At
least 1 Risk Factors (Tables
5-6, RwDSAP)
Pedestrian Safety Action
Plan – Signalized Intersection
Improvements (Appendix B)
✔
Crosswalks
Maintenance; Signs,
Markings, and
Delineators
• High-visibility crosswalks
• Pedestrian warning signs
• Retroreflective sign posts
Uncontrolled
marked crosswalks
Urban Stop-Controlled
Intersections
At least 2 Risk Factors (Tables
5-6, RwDSAP)
Pedestrian Safety Action Plan
– Crosswalks at Uncontrolled
Locations (Appendix A)
✔
Crosswalks
Enhanced
Signals, Beacons,
Illumination
• Rectangular Rapid Flashing Beacons (RRFB)
• Raised pedestrian median refuge and/or corner island and/or curb extension
• Pedestrian Hybrid Beacons
Uncontrolled
marked crosswalks
Urban Stop-Controlled
Intersections
Must include a Benefit-Cost
Analysis > 1
Pedestrian Safety Action Plan
– Crosswalks at Uncontrolled
Locations (Appendix A)
✔
VRU Counter-
measures (Multiple)• Construction of new countermeasures at Signalized Intersections or
Uncontrolled marked crosswalks All Functional Class VRU “High-Risk” Areas only Vulnerable Road User Safety
Assessment (Strategy 1)✔
Transit Stop
Lighting
Signs, Markings, and
Delineators
• High-visibility crosswalks
• Enhanced signing and pavement markings
All Functional
Classifications Near public transit stops Vulnerable Road User Safety
Assessment (Strategy 1)✔
Transit Stop
Lighting
Signals, Beacons,
Illumination • Lighting All Functional
Classifications Near public transit stops Vulnerable Road User Safety
Assessment (Strategy 1)✔
Sidewalk Gap
Completion
Minor Construction;
Construction (1R);
Construction (2R/3R)
• Construct new pedestrian facilities All Functional
Classifications VRU “High-Risk” Areas only Vulnerable Road User Safety
Assessment (Strategy 1)✔
C-6
Appendix C
C-7
Table 20 - Speeding Systemic Treatment Packages
Package Project Delivery Countermeasure(s)
Applicable
Locations Focus Facility(ies) Planning Considerations NYSDOT Reference HSIP Eligible
Speed
Feedback Signs
Maintenance; Signs,
Markings, and
Delineators
• Speed Feedback Signs
Advisory Speed
Zones (School,
Curve); Transition
Zones
Rural Principal and
Minor Arterials
Highway Work Permit (PERM
33) is required for signs in
NYSDOT right-of-way
Lane Space
Allocation
Signs, Markings,
and Delineators;
Construction (1R)
• Reallocation of lane space Rural Principal and
Minor Arterials
AADT < 15,000; Considered
during Initial Project Proposal Complete Streets Checklist
Street Width
Reduction
Minor Construction;
Construction (1R)
• Corner Extension
• Choker
• Median Island
• On-Street Parking
Principal/
MinorArterials,
Major/Minor
Collectors and Local
segments
FHWA Traffic Calming ePrimer
(Table 3.1)
Vertical
Deflection
Minor Construction;
Construction (1R)
• Speed Hump
• Speed Cushion
• Speed Table
• Offset Speed Table
• Raised Crosswalk
• Raised Intersection
Major/Minor
Collectors and Local
segments.
FHWA Traffic Calming ePrimer
(Table 3.1). The “Applicable
Application” for Speed Tables
and Raised Crosswalks
(Module 3) should be
reviewed for Arterials
C-8
Appendix D
D-1
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Intersections Implement proven safety
countermeasures and low-cost
solutions at priority intersections
to mitigate likelihood and severity
of intersection crashes based on
location-specific crash data
Implement applicable countermeasures from the Systemic
Treatment Package for Intersections.
All municipalities Safer Roads Medium Long-Term
Focus on roundabout implementation to reduce speed while
improving traffic flows
All municipalities Safer Roads,
Safer Speeds
High Long-Term
Continue to improve signage, signal timing, and enhance
pavement markings where needed at intersections
All municipalities Safer Roads Medium Mid-Term
Increase sight distance (visibility) of intersections on
approaches, improve lighting, and maintain/repair
nonoperating traffic detectors in signalized intersections
All municipalities Safer Roads Medium Mid-Term
Develop and adopt an Intersection Control Evaluation (ICE)
process that uses the SSA for determining appropriate
intersection design, including coordination with ITCTC to
conduct studies to consider roundabouts at all intersections
that are being designed or considered for signalization
All municipalities, ITCTC,
County
Safer Roads High Long-Term
Implement permanent curb extensions, roundabouts, or
other treatments to slow turning vehicle speeds at high crash
intersections
All municipalities Safer Roads,
Safer Speeds
Medium Mid-Term
Implement proven safety
countermeasures and low-cost
solutions at priority intersections
to mitigate likelihood and severity
of intersection crashes based on
location-specific crash data
Consider widespread implementation of mini and regular
roundabouts using quick build design practices
Rural municipalities Safer Roads Medium Long-Term
Target unusual and outdated intersection configurations for
modernization, such as dog-legs, 5 or 6 legged intersections,
skewed intersections where the legs are not perpendicular
and visibility is low
All municipalities Safer Roads High Mid-Term
Develop and implement a systemic intersection program that
applies the Safe System Approach and low-cost proven safety
countermeasures at intersections with characteristics most likely
to lead to fatal and serious injury crashes.
All municipalities Safer Roads Low Mid-Term
Establish an access management ordinance which applies to new
construction and limits curb cuts per block to ensure proper
spacing and sight distance and at Planning Board review,
consider available lot frontage and possible shared driveway
easements when parcels are subdivided to avoid "necessary"
clusters of driveways close together.
All municipalities Safer Roads Low Short-Term
Appendix D - Full List of Actions
Table 21 - Primary Emphasis Areas, Strategies, & Actions
Note: Actions bolded in blue are considered priority actions and are included in the body of the Plan.
D-2
Appendix D
D-3
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Improve active warning devices,
signing, and pavement markings on
grade crossing approaches to reduce
crashes at grade crossings
Utilize the latest edition of the Highway-Rail Crossing Handbook to
install or improve active warning devices and implement strategies
to identify and eliminate hazards at highway-rail grade crossings
City of Ithaca Safer Roads,
Safer People
Medium Short-Term
Support policy initiatives to improve
intersection safety
Develop policy thresholds to initiate an engineering study for safety
with guidance for when to consider specific roadway or intersection
modifications
County Safer Roads Low Short-Term
Consider removing permissive left turns during active pedestrian
phase, and develop criteria for where a No Turn on Red policy can
apply, starting with intersections along the High-Injury Network
(HIN). Coordinate with NYSDOT as needed.
All municipalities, NYSDOT Safer Roads,
Safer People
Low Short-Term
Develop Intersection Street Design Standards in collaboration
with communities and tailor street designs with sensitivity to land
use and community context
ITCTC, County, NYSDOT, All
municipalities
Safer Roads,
Safer Speeds
Medium Mid-term
Provide educational materials to
promote safer travel at intersections
Create and share educational materials for quick-build
demonstrations to local member agencies
ITCTC, County, NYSDOT Safer Roads,
Safer People
Medium Mid-Term
Work with local organizations on educational programs, including
demonstrations and awareness campaigns related to crash data,
statistics, and safe behaviors for roadway users at signalized
intersections
All municipalities, County,
ITCTC, Non-profits,
Universities, etc.
Safer Roads,
Safer People
Low Mid-Term
Roadway
Departures
Implement proven safety
countermeasures and low-cost
solutions to reduce roadway
departure crashes based on roadway
departure crash data on priority
segments
Implement applicable countermeasures from the Systemic
Treatment Package for Roadway Departures that address
roadway departure crashes.
All municipalities Safer Roads Medium Mid-Term
Assess pavement and striping conditions along the HIN roadways
or priority segments; identify locations to use repaving and
restriping to implement safer road designs; coordinate with
resurfacing and restriping programs to prioritizwe and
implwement necessary locations
All municipalities Safer Roads Medium Short-Term
Upgrade roadway signage and pavement markings to meet
MUTCD standards
Rural municipalities Safer Roads,
Safer People
Low Short-Term
Pilot pavement friction countermeasures and evaluate their
performance in crash reductions
All municipalities Safer Roads,
Safer People
Medium Mid-Term
D-4
Appendix D
D-5
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Implement systemic safety
improvements to decrease the
severity of roadway departure crashes
Improve related geometric data collection and safety analysis to
promote infrastructure projects enhancing roadside design in the
clear zone with context considerations to remove, relocate, shoulder,
or delineate fixed objects
Rural municipalities Safer Roads Medium Mid-Term
Pursue a collaborative contract for ball bank studies to develop a
county-wide inventory of horizontal curves
All municipalities, County Safer Roads Low Mid-Term
Provide shoulder widening for Focus Facilities identified in the
Joint Safety Action Plan’s systemic analysis
Rural municipalities Safer Roads,
Safe Vehicles
Medium Mid-Term
Develop low-cost systemic horizontal curve program that includes
countermeasures such as clear zone improvements, lighting, etc.
All municipalities Safer Roads Low Short-Term
Upgrade guardrail to current standards and replace existing
barriers that are damaged or non-functional, and examine
guardrail and other assets’ repair policy, including the repair
versus replace policy
All municipalities Safer Roads,
Safer Vehicles
Medium Mid-Term
Use Motorcycle Protection Systems (MPS) to provide bottom
protection to the guide rail systems to prevent or cushion rider
interactions with discrete elements of guardrail to enhance
motorcycle safety
All municipalities Safer Roads,
Safer Vehicles
Medium Mid-Term
Create training program for Transportation Managers on how to i
dentify and locate objects and encroachments within clear zone and
state right-of-way and build a database to track objects
County Safer Roads,
Safer People
Medium Short-Term
Increase distance to roadside features on high-speed roadways
by removing/ relocating fixed objects, such as trees and utility poles,
in the clear zone. Work with NYSDOT and NYSEG to remove or shield
fixed objects currently inside state right-of-way /clear zone
Rural municipalities, NYSDOT Safer Roads,
Safer Vehicles
Medium Short-Term
Focus education efforts aimed at
roadway departure countermeasures
Disseminate Governor’s Traffic Safety Committee-developed public
education materials regarding use and purpose of roadway
departure countermeasures like shoulder and centerline rumble
strips
County Safer Roads Low Short-Term
Create and share educational materials for quick-build
demonstrations tolocal member agencies
ITCTC, County, NYSDOT Safer Roads Low Mid-Term
D-6
Appendix D
D-7
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Vulnerable Road
Users
Continue implementing infrastructure
programs to enhance vulnerable road
user safety on priority segments, at
priority intersections, and in High Risk
areas
Utilize FHWA STEP, Proven Safety Countermeasures, and the
Systemic Treatment Package for Pedestrians to systemically
implement countermeasures with known safety benefits at both
uncontrolled and signalized crossing locations
All municipalities Safer Roads,
Safer Vehicles
Medium Long-Term
Implement Complete Street Design Guide recommendations for
priority intersections, gateway streets, and Special Focus streets
All municipalities Safer Roads,
Safer People
Medium Short-Term
Review crosswalk spacings based on crosswalk design standards
and reduce distance of crossings (including pedestrian refuge
islands) along arterials with long distances between signalized
intersections
Rural municipalities Safer Roads,
Safer People
Low Short-Term
Implement pedestrian-friendly signal cycle lengths and leading
pedestrian intervals at traffic signals
All municipalities Safer Roads,
Safer People
Low Mid-Term
Fix or remove surface irregularities, and provide routine
maintenance of bicycle and pedestrian accommodation facilities
Rural municipalities Safer Roads Medium Mid-Term
Consider installing sidepaths or separated/raised/protected
facilities for bike lanes on roadways with speeds above 35 mph
Rural municipalities Safer Roads,
Safer People
High Mid-Term
Provide buffers, such as paint, greenspace, trees, etc., to provide
greater separation between vehicular traffic and sidewalks,
bicycle lanes, or sidepaths
Rural Municipalities Safer Roads,
Safer People
Low Mid-Term
Develop a vulnerable road user safety assessment as outlined in
Vulnerable Road User Safety Assessment Guidance
County, All municipalities Safer Roads,
Safer People
High Long-Term
Provide effective lighting and enhance conspicuity of pedestrians
and bicyclists based on FHWA Pedestrian Lighting Primer
municipalities Safer Roads,
Safer People
Medium Short-Term
Design and implement pedestrian safety zone program in high
pedestrian crash areas
All municipalities Safer People Medium Mid-Term
Engage with community members and seek funding for the
planning or construction of improvements in at least two HIN
corridors every year
County, All municipalities Safer Roads Low Short-Term
Improve active warning devices, signing, and pavement markings for
trail crossings and remove/move on-street parking to reallocate
space to ped/bike infrastructure
County, All municipalities Safer People Low Short-Term
Close gaps in bicycle and pedestrian networks County, Rural municipalities Safer Roads Medium Mid-Term
D-8
Appendix D
D-9
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Support policy initiatives and work
with vulnerable road user advocates
and working groups to increase
vulnerable road user safety
Consider non-motorists and ADA design accommodations in a
proportional manner during the planning stages of future
projects at different jurisdiction levels
County, ITCTC, All
municipalities
Safer Roads,
Safer People
Medium Mid-Term
Develop and adopt a Vision Zero Policy County, ITCTC, All
municipalities
Safer Roads Low Short-term
Establish Safe Routes to School programs in communities to
enhance safety access for children and develop comprehensive
school travel plans in partnership with schools, local
transportation agencies, and community stakeholders
Municipalities, School Districts Safer People Medium Mid- term
Advocate for a policy that requires that all road resurfacing
projects include the addition of protected bike lanes where
feasible
County Safer Roads,
Safer People
Low Short-Term
Update policy that considers local-level Complete Streets
policies and adopt it by ordinance; incorporate Complete Streets
measures in project development
County, ITCTC, All
municipalities
Safer Roads,
Safer People
Low Short-Term
Create a member agency working group to ensure Complete
Streets policies are consistent with transportation plans
County, ITCTC, All
municipalities
Safer Roads,
Safer People
Low Short-Term
Create dedicated expenditure line within the transportation
operating budget for bicycle infrastructure
All municipalities Safer Roads Low Short-Term
Partner with schools, recreation centers, and other community
identified priorities for connectivity and to identify walking zones
All municipalities Safer Roads,
Safer People
Low Mid-Term
Revise existing local-level bicycle/ pedestrian accommodation policy
to align with most recent version of relevant federal and accepted
industry guidance as referenced
All municipalities Safer Roads,
Safer People
Low Mid-Term
Evaluate how project prioritization processes can incorporate
equity as a factor
All municipalities, County Safer Roads Low Mid-Term
Employ proper training and use of safety protocols for workers NYSDOT, All municipalities,
County
Safer People Low Mid-Term
Enhance data processes to obtain
vulnerable road user volume, crash,
and infrastructure data (especially in
High-Risk Areas)
Collect additional non-motorized crash, volume, and
infrastructure data to improve crash trends and high-risk areas
analysis while including equity considerations
All municipalities Safer Roads,
Safer People
Low Mid-Term
Provide training to law enforcement on bicycle/pedestrian laws and
how to accurately identify non-motorized crashes on the crash
report
County, ITCTC, Law
Enforcement
Safer People Low Short-Term
Develop a strategic data collection plan to obtain pedestrian and
bicycle count data
County, All Municipalities,
ITCTC
Safer Roads,
Safer People
Low Mid-Term
D-10
Appendix D
D-12
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Focus education efforts aimed at safe
roadway behavior and awareness of
laws regarding vulnerable road users
Provide Road Safety Audit (RSA) training and enhance coordination
efforts among municipalities to complete audits specific to
non-motorists
County / Municipalities Safer Roads,
Safer People
Low Mid-Term
Work with local advocacy groups to conduct safety campaigns
and/or giveaway programs to promote the use of safety
equipment like active lights, reflectors, and retroreflective
clothing among pedestrians and bicyclists
All municipalities Safer Roads,
Safer People
Low Mid-Term
Conduct enforcement and education campaigns (i.e. NYS
Department of Health videos) focused on addressing dangerous
driving behaviors that threaten non-motorized road users
County, All municipalities Safer Roads Low Mid-Term
Use Dynamic Message Signs to provide public service messages
to increase awareness of the dangers to non-motorists traffic on
high volume/speed roadways and in school zones, and to remind
drivers to follow laws intended to protect non-motorists
County, All municipalities Safer Roads Low Short-Term
Expand educational campaigns and training programs for children
and adults focusing on bicyclists and pedestrian skill education,
safety-related training, helmet use, etc.
County, All municipalities Safer People Low Short-Term
Partner with schools to distribute educational brochures and
materials with identified Safe Routes to Schools
All municipalities Safer People Low Short-Term
Recruit effective partners to ensure the vulnerable road user
programs are reaching diverse and underserved communities
All municipalities Safer People Low Mid-Term
Age Related Support and implement improved
public transportation options and
accessibility
Work to make pedestrian and transit connected communities so that
people are not forced to get a car and/or drive when they feel unsafe
due to weather or health issues
County, All municipalities Safer Roads,
Safer People
Medium Mid-Term
Identify and promote programs and activities like driver
assessments, public transit, and driver improvement programs
that help older road users stay mobile
All municipalities Safer Roads,
Safer People
Low Mid-Term
Establish resource centers within local communities to provide
guidance and assistance to identify and incentivize safe
transportation options
County, All municipalities Safer Roads Low Mid-Term
Identify locations with high older population density and available
transit services (all mobility options)
County, All municipalities Safer People Low Short-Term
Implement engineering designs to
accommodate users for all ages
Utilize FHWA Handbook for Designing Roadways for the Aging
Population to improve roadway design and to better accommodate
the special needs of older drivers
All municipalities Safer Roads,
Safer People
Medium Long-Term
D-13
Appendix D
D-14
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Improve enforcement efforts to
address age-related driving issues
Educate stakeholders, law enforcement, and the public to
understand physical and cognitive deficiencies affecting safe
driving in older drivers
County, Law Enforcement Safer Roads,
Safer People
Low Mid-Term
Educate municipalities on best solutions related to Graduated
Driver’s License (GDL) enforcement and educate judges regarding
risks for younger drivers and GDL law
County, Law Enforcement Safer People Low Mid-Term
Increase awareness of driving risks
to younger drivers amongst teens,
college age students, parents and
community members
Expand and continue to support coalitions for safer teen driving,
jurisdiction-wide peer-led education activities, and teen/parent
activities
County, All municipalities Safer Roads,
Safer People
Loww Mid-Term
Conduct campaigns to increase public awareness of GDL and
dangers of texting and driving on social media outlets
County, All municipalities Safer People Low Short-Term
Implement media campaigns and outreach efforts that reach
younger drivers with messages about unsafe driving practices
County, University
stakeholders, School districts
Safer Roads,
Safer People
Low Mid-Term
Develop and implement peer-to-peer programs, evidence-based
curricula, and messaging to increase traffic safety knowledge,
attitude, and behavior
County, School districts Safer Roads,
Safer People
Medium Mid-Term
Develop and implement guide for teaching teens to drive to include
lessons for nighttime, snow/ice, and rainy weather
County, School districts Safer Roads,
Safer People
Medium Mid-Term
Support organizations with driver
education for older drivers
Promote partnerships and educate safety professionals at regional
and local governments on addressing the special needs of the
aging population in their transportation, land use, and housing plans
County, All municipalities Safer People Low Mid-Term
Distribute educational materials that provide information and
resources for older driver safety to older drivers, caregivers, and f
amily members (include self-assessment tools, driving evaluation
programs like CarFit, effects of medications and health conditions
on driving, etc.)
County, Rural municipalities Safer People Low Mid-Term
Develop classes and partner with vehicle dealerships to better
educate older drivers on the usage of new vehicle technology
County, All municipalities Safer Roads,
Safer People
Low Mid-Term
D-15
Appendix D
D-16
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Road User
Behavior
Implement engineering improvements
to mitigate high risk driver behavior
Implement applicable countermeasures from the Systemic
Treatment Package for Speeding that address speeding crashes
All municipalities Safer Speeds Medium Mid-Term
Implement dynamic message boards when approaching work zones
or congested areas
All municipalities Safer Speeds Low Mid-Term
Develop a horizontal curve safety program that focuses on low cost
countermeasures that includes reviewing advisory speed signing
and other warning signs
All municipalities Safer Speeds Low Mid-Term
Encourage the use of the FHWA Traffic Calming ePrimer to
implement traffic calming measures for all users, such as Speed
humps, Raised crosswalks, etc. in coordination with EMS
All municipalities, EMS Safer Speeds,
Safer Roads
Low Short-Term
Assist local jurisdictions with implementing timed and coordinated
traffic signals to improve traffic flow, reduce red-light running,
and manage speeds
County, All municipalities Safer Speeds,
Safer Roads
Low Short-Term
Design residential streets for 25 mph target speeds using
traffic-calming measures
All municipalities Safer Speeds Medium Long-Term
Establish localized slow zones for hospitals, parks/recreation and
senior areas with reduced speeds limits and appropriate treatments
(signs, markings, speed tables, etc.)
All municipalities Safer Speeds Low Mid-Term
Increase usage of speed feedback (SFS) and dynamic warning
signs to remind drivers of travel speeds when entering urban
areas or other high risk locations such as work zones and
continue to research the most effective locations for these signs
All municipalities Safer Speeds Low Mid-Term
Develop a Traffic Calming Master Plan to guide the installation of
traffic calming infrastructure with input from EMS. Focus on
installing speed reduction infrastructure along high crash
segments where excessive speed is a prominent crash factor
All municipalities Safer Speeds,
Safer Roads
Medium Mid-Term
Explore the use of variable speed limits and conduct pilot projects
to explore the effectiveness of using electronic variable speed
limit signs that change according to conditions such as weather
and congestion
Rural municipalities Safer Speeds,
Safer Roads
Low Mid-Term
D-17
Appendix D
D-18
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Conduct coordinated targeted
enforcement efforts and publicize
high-visibility enforcement
Utilize dedicated resources to publicize the distracted driving law
including media campaigns, distribution of education materials, etc.
County, Law Enforcement Safer People Low Mid-Term
Conduct high-visibility cell phone/text messaging enforcement to
enforce the distracted driving law
All municipalities, Law
Enforcement
Safer People Low Mid-Term
Develop educational tools for law enforcement on how to identify
drivers violating state distracted driving laws and educate all
emergency responders about the dangers of distracted driving
County, Law Enforcement Safer People Low Mid-Term
Continue jurisdiction-wide high-visibility enforcement and
saturation enforcement in active school zones, safety corridors,
and work zones
All municipalities, Law
Enforcement
Safer People Low Mid-Term
Conduct well-publicized compliance checks of alcohol retailers to
reduce sales to underage persons and overservice, conduct
enforcement aimed at underage drinking penalties
All municipalities, Law
Enforcement
Safer Roads,
Safer People
Low Mid-Term
Conduct short-term, high-visibility seat belt law enforcement
campaigns with supporting media to educate the public on the
importance of using seat belts
All municipalities, Law
Enforcement
Safer People Low Mid-Term
Prepare regional guidelines on the use of automated speed
enforcement, red light cameras and other tools and techniques to
reduce speeding, especially in school zones and work zones,
including implementation steps and equity considerations
All municipalities, Law
Enforcement
Safer Roads,
Safer People,
Safer Speeds
Medium Mid-Term
Collect data and research new techniques, software, and
technologies to select enforcement times and locations for most
effective speed control
All municipalities, County, Law
Enforcement
Safer Speeds Low Mid-Term
Provide training on basic and advanced speed measuring devices
and high-visibility enforcement best practices to new law enforcement
officers and as continuing career education
All municipalities, County, Law
Enforcement
Safer Speeds Medium Mid-Term
Collaboratively pursue local regulation to increase penalties for
repeat and excessive speeding offenders when addressing speeding
tickets in the justice system
All municipalities, County, Law
Enforcement
Safer People Low Short-Term
Establish a diversion program for persons cited for infractions
related to walking, bicycling, and distracted driving
County, All municipalities, Law
Enforcement
Safer People Low Mid-Term
D-19
Appendix D
D-20
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Review the existing speed
management standards and update
the speed limit setting process
Perform speed studies to analyze impacts of posted speed
limit change and potentially lower local road speed limit to 25
mph to reflect safe speed threshold
Rural municipalities Safer Speeds Medium Mid-Term
Monitor other jurisdiction's practices and review the current local
plan for changing speed limit
All municipalities Safer Speeds Low Short-Term
Provide guidance materials and training to help traffic engineers
understand speed limits and regulations
County Safer Roads,
Safer Speeds
Low Mid-Term
Enact, publicize, enforce, and
adjudicate laws prohibiting high-risk
driving behaviors
Consider the use of Speed Violation Monitoring Systems in school
zones and if interested, lobby for approval from the NYS Legislature
ITCTC, County, All
municipalities, Law
Enforcement
Safer Speeds Medium Mid-term
Conduct administrative license revocation or suspension (ALR/ALS) County, All municipalities, Law
Enforcement
Safer People Low Mid-Term
Encourage law enforcement to increase sobriety checkpoints County, All municipalities, Law
Enforcement
Safer People Low Short-Term
Enforce open-container law, as applicable, for alcohol and cannabis County, All municipalities, Law
Enforcement
Safer People Low Short-Term
Promote the use of Preliminary Breath Test Devices and purchase
testing supplies and equipment, outsource toxicology testing of
backlogged cases, validation of equipment, and purchase new
toxicology analysis equipment to improve the collection and quality
of impaired driving data
County, All municipalities, Law
Enforcement
Safer People Low Mid-Term
Purchase passive alcohol sensors to detect alcohol presence in the
air
County, All municipalities, Law
Enforcement
Safer People Low Mid-Term
Promote the implementation of expedited search warrant (
eWarrants) programs for law enforcement officers to obtain
evidences from impaired driving in a timely manner
County, Law Enforcement Safer People Low Mid-Term
Provide support for expanding specialized law enforcement drug
recognition training, include Drug Recognition Expert (DRE) and
Advanced Roadside Impaired Driving Enforcement (ARIDE)
certification
County, All municipalities, Law
Enforcement
Safer People Low Long-Term
Implement laws that place limits on diversion and plea agreements County, All municipalities Safer People Low Long-Term
Monitor DWI offenders closely by implementing alcohol ignition
interlocks, vehicle and license plate sanctions, enhanced high-BAC
sanctions, increasing fines and lowering BAC limit for repeat
offenders, and intense supervision programs
County, All municipalities Safer People Low Long-Term
Work with local EMS to standardize protocols regarding blood
draws for fatality testing
County, All municipalities, EMS Post-Crash Care Low Mid-Term
D-21
Appendix D
D-22
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Enforce the Minimum Drinking Age 21 laws All municipalities, Law
Enforcement
Safer People Low Mid-Term
Continue to enforce local primary enforcement seat belt use laws All municipalities, Law
Enforcement
Safer People Low Short-Term
Conduct nighttime, high-visibility seat belt enforcement All municipalities, Law
Enforcement
Safer People Low Short-Term
Continue to provide funding to equip law enforcement with
appropriate equipment for speeding enforcement
County, All municipalities, Law
Enforcement
Safer People Low Mid-Term
Conduct educational and outreach
efforts to build awareness of safe
driving habits
Increase jurisdiction-wide public information and education to
promote adherence to texting and cell phone laws and distracted
driving law
County, All municipalities Safer People Low Short-term
Educate commercial vehicle and fleet drivers about the dangers of
distracted and drowsy driving
County Safer People Low Short-term
Implement campaigns and provide education in schools on the
dangers of impaired driving
County, All municipalities,
School districts
Safer People Low Short-term
Explore partnerships at the local level to educate drivers of available
alternative methods of transportation for impaired persons
County, All municipalities Safer People Low Mid-Term
Educate the public on the benefits of using ignition interlocks for
those who convicted of DWI
County, All municipalities Safer People Low Short-term
Conduct jurisdiction-wide media campaigns to prevent underage
use of alcohol and/or cannabis and reduce overall misuse/abuse by
adult consumers
County, All municipalities Safer People Low Mid-Term
Use a combination of earned media and paid advertising to inform
the motoring public about the importance of seat belts, proper
wear, and car seats, as well as the penalty for non-compliance
County, All municipalities Safer People Low Mid-Term
Identify groups with lower than average restraint use rates and
implement communications, outreach, and enforcement campaigns
directed at those groups
County, All municipalities Safer People Low Short-term
Utilize social media and educational materials to share information
about the dangers of aggressive driving and risks to vulnerable
road users
County, All municipalities Safer People Low Short-term
Educate drivers about the effects of roadway conditions on
appropriate motorist speed, such as weather, congestion,
daytime/nighttime, and roadway user mix
County, All municipalities Safer People Low Short-term
Coordinate with safety partners to develop consistent speed
related safety messaging and distribute materials in local
communities related to safe driving behavior
County, ITCTC, All
municipalities
Safer People, Safer Speeds Low Short-term
D-23
Appendix D
D-24
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Create and sustain a public website that provides information,
resources, training, and educational opportunities
County, ITCTC, All
municipalities
Safer People Low Short-term
Improve the collection and quality of
data on high-risk driving behavior
Increase training for law enforcement to record driver behavior
characteristics and related observations on crash report forms
and ensure they can be recorded in crash database
All municipalities, County, Law
Enforcement
Safer People Low Short-term
Increase data sharing between local officers and engineering
agencies to identify and develop solutions for problematic areas
All municipalities, County , Law
Enforcement
Safer People Low Short-term
Collect data before and following high-risk driving behavior safety
improvements to analyze outcomes
ITCTC, County, All
municipalities
Safer People,
Safer Speeds
Low Short-term
Improve and expand the availability
and accessibility of child restraint
system inspection stations and
increase the correct use of child
restraints
Host car seat awareness and instruction classes, and provide
support for child seat giveaway programs for populations that have
lower than average proper car seat use, especially in diverse and
underserved communities
County, All municipalities Safer People Low Short-term
Target child transport agencies, hospitals, childcare centers,
schools, etc. and collaborate with child passenger safety technicians
County, All municipalities Safer People Low Short-term
D-25
Appendix D
D-26
Table 22 - Secondary Emphasis Areas, Strategies, & Actions
Secondary
Emphasis Areas Strategies Actions Action Leader
Safer Vehicles
(Alternate Road Vehicles
& Commercial Motor
Vehicles)
Identify high crash
corridors and develop
engineering solutions
to reduce CMV
crashesw
Review and update the Tompkins County Freight
Transportation Study (2002). Evaluate if the Recommended
Truck Routes need to be updated to reflect new preferred/
safer routes, and whether wayfinding signage is adequate.
County
Identify and implement countermeasures for high-crash
CMV corridors and provide information to safety partners
All municipalities
Invite trucking industry stakeholders to participate in an
annual freight forum to discuss new technologies, policies,
and strategies for the CMV Focus Area
County
Identify and deploy engineering solutions (e.g., interactive
truck rollover and curve warning signage) and best
practices to improve CMV safety
All municipalities
Develop e-bike corridors, bike corridors, and pedestrian
ways separate from CMV
Rural
municipalities
Increase CMV
enforcement of safety
violations and provide
CMV enforcement
training
Investigate local law enforcement officer partnerships at
points-of-entry to assist in CMV enforcement efforts
All municipalities,
Law Enforcement
Conduct driver or vehicle inspections to ensure CMVs are in
proper working order and drivers are properly credentialed
and fit for duty
All municipalities
Consider developing specific corridors for CMV to provide
separation between CMV and other vehicle types when
possible and enforce regulation to keep CMV on their
designated roads
All municipalities,
Law Enforcement
Collaboratively pursue local regulation to require smaller
vehicles for delivery and goods transportation in urban
environments
All municipalities
Utilize data-driven approach to strengthen CMV enforcement
on high speed corridor
All municipalities,
Law Enforcement
Provide CMV enforcement training including CMV
identification, relevant regulations, and crash reporting
based on state and federal definitions for local law
enforcement officers
All municipalities,
Law Enforcement
Conduct on- or off-site safety audits with new carriers to
ensure they understand roadway safe behaviors and the
federal and state regulations
All municipalities
D-27
Secondary
Emphasis Areas Strategies Actions Action Leader
Improve bus
infrastructure
Ensure that bus stop access is maintained during roadway
or site construction; coordinate with developers and
construction contractors to provide safe, convenient access
to bus stops and around construction
Rural
municipalities
Assess on-street parking near bus stops to ensure visibility
for crossings
All municipalities
Ensure that bus stops are placed near or adjacent to safe
crossings; place midblock crossings at bus stop locations
All municipalities
Use the HIN to inform transit planning and investments - bus
route and network organization, bus stop replacements, and
transit station access
All municipalities
Provide education
and outreach to the
public and industry
on safe operations
in and around
commercial vehicles
– braking and
speeding
Encourage the inclusion of CMV related topics like how to
interact safely with CMVs in driver education
County
Develop and
implement
educational
initiatives regarding
e-bikes and
other motorized
micromobility
options
Require scooter and bike share providers to develop safety
and encouragement campaign aimed at their users, with
paid promotions via community based organizations
All municipalities
Encourage helmet
and high visibility
clothing usage, safe
riding behavior, and
motorcycle safety
training
Conduct check points and testing for impaired motorcycle
operators
All municipalities,
County, Law
Enforcement
Develop partnerships with local companies selling
motorcycle related equipment and insurance companies
to incentivize motorcyclists to take training and wear safety
equipment
All municipalities
Appendix D
D-28
Secondary
Emphasis Areas Strategies Actions Action Leader
Compile information and develop fact sheets to inform
public outreach, law enforcement, and legislators about
jurisdictional and state requirements for operation of
alternate road vehicles on roadways
County, ITCTC
Develop and
implement programs
that provide
education and
awareness to high-
risk road users
Conduct law enforcement training in motorcyclist DUI
detection, motorcyclist crash investigation, Zero Tolerance,
and motorcyclist specific laws
County, Law
Enforcement
Conduct a comprehensive education campaign that
provides information for both motorists and motorcycle
riders about motorcycle safety needs, protective
equipment, visibility, speeding, perception-reaction times,
and pertinent laws
County, All
municipalities
Collect and link crash, injury, licensing (endorsement),
violation, and registration data for analysis to identify high
risk locations and behaviors related to motorcyclist fatal
and serious injury crashes
All municipalities
Implement
roadway design
improvements
and maintenance
practices for
motorcycle safety
Provide full paved shoulders to accommodate roadside
motorcycle recovery and breakdowns
All municipalities,
County
Post-Crash Care Enforce state laws
that enhance EMS
safety and response
(e.g., ‘Move Over’ law)
Enforce ‘Move Over’ law jurisdiction-wide All municipalities,
County, Law
Enforcement
Aid managers in
developing their
local EMS Mutual Aid
Plans
Support rural EMS by promoting EMS response as a county
service
County, EMS
D-29
Secondary
Emphasis Areas Strategies Actions Action Leader
Educate emergency
responders and the
public on existing
laws and best
practices to promote
EMS safety and
quicker response
time
Promote public awareness of the state ‘Move Over’ law
through signage, media, and social media campaigns
County, All
municipalities
Data Connect medical
injury data with crash
data for better data
analysis
Derive a clinical classification of injury severity based on
medical records to augment the investigating officer’s
assessment of injury severity
County, Law
Enforcement
Improve data collection (time of event/time of notification/
time of arrival of EMS/Time of hospital arrival)
County, Law
Enforcement
Require all law
enforcement to
adopt the state crash
reporting system
Enhance training for law enforcement and emergency
service personnel responsible for crash reporting to
address the unique attributes required to accurately report
crash circumstances involving people walking and bicycling
County, All
municipalities,
Law Enforcement
Set up and help fund training programs to educate law
enforcement officers regarding accuracy and detail of crash
report information
County, Law
Enforcement
Provide funding for equipment and training associated with
adoption of crash reporting system by law enforcement
agencies
County, ITCTC,
All municipalities,
Law Enforcement
Work with the police department to set a deadline for
implementation of crash reporting system by all law
enforcement agencies
County, ITCTC,
All municipalities,
Law Enforcement
Improve crash data
collection tools and
analysis techniques
to provide more
timely and accurate
data to help with
problem area
identification
Increase electronic reporting of crashes and traffic citations Law Enforcement
Evaluate effectiveness of completed safety improvement
projects, including maintenance costs
County, ITCTC, All
municipalities
Appendix D
D-30
Secondary
Emphasis Areas Strategies Actions Action Leader
Improve data
accessibility,
integration, and
sharing across
agencies
Explore the use of EMS activations data for inclusion with
the integrated traffic records program
All municipalities,
EMS, Law
Enforcement
Coordinate with safety partners to collect and analyze
police crash report forms
County, ITCTC,
All municipalities,
Law Enforcement
Provide coordinated safety performance data to other
agencies, including local agencies and MPOs to aid in
safety studies and projects conducted at local level (require
additional CLEAR training)
County, ITCTC, All
municipalities
Collect Model Inventory of Roadway Elements (MIRE)
roadway and traffic data elements with consideration of
adding other beneficial elements to support the data-
driven safety program
Rural
municipalities,
County, ITCTC
Increase accuracy and completeness of alcohol, drug, and
cannabis-related crash attributes to improve future analysis
County, ITCTC,
All municipalities,
Law Enforcement
Create a central repository for integrated, linked data
records including crash records, roadway and traffic
records, health records, court records, licensing records,
and state toxicology records
County (Health
Department),
ITCTC, All
municipalities,
Law
Enforcement,
Populate, monitor, and enhance the electronic data
transfer to state partners (e.g., NHTSA, FHWA)
County, All
municipalities,
ITCTC
Expand data collection and analysis to incorporate
emerging mobility options such as micromobility and
connected and automated vehicles, as well as real-time
data sources
County, All
municipalities,
ITCTC
Item 4
1
MEETING OF THE ITHACA TOWN BOARD
June 9, 2025
TB Resolution 2025 - : A Resolution Adopting a Vision Zero Policy
Whereas, the life and health of all persons living and traveling within the Town of Ithaca are our
utmost priority, and no one should die or be seriously injured while traveling on our Town roads;
and
Whereas, Vision Zero is the concept that traffic deaths and serious injuries on our roadways are
unacceptable; and
Whereas, Vision Zero is a holistic strategy aimed at eliminating all traffic fatalities and severe
injuries suffered by all road users while increasing safe, healthy, and equitable mobility for all;
and
Whereas, streets and transportation systems have traditionally been designed primarily to move
cars efficiently, and Vision Zero supports a paradigm shift by designing streets and
transportation systems to move all people safely, including people of all ages and abilities,
pedestrians, bicyclists, public transit users, scooter riders, and motorcyclists, as well as drivers
and passengers of motor vehicles; and
Whereas, Vision Zero recognizes that people will sometimes make mistakes, so the road system
and related policies should be designed to ensure that those inevitable mistakes do not result in
severe injuries or fatalities; therefore, transportation planners and engineers and policymakers are
encouraged to improve the roadway environment, policies, and other related systems to lessen
the severity of crashes; and
Whereas, six people in the Town of Ithaca lost their lives to traffic deaths from 2020-2024, and
traffic crashes are among the leading cause of deaths in the United States; and
Whereas, the Town of Ithaca’s transportation infrastructure serves an increasing number of
vulnerable road users such as pedestrians and bicyclists; and
Whereas, according to the Tompkins County Safety Performance Dashboard, pedestrians and
bicyclists are involved in two percent of collisions and account for 33 percent of traffic deaths in
the Town of Ithaca; and
Whereas, the injury rate for pedestrians involved in collisions is approximately 93 percent, and
the injury rate for bicyclists involved in collisions is approximately 89 percent; and
Whereas, speed is recognized as a major determining factor of survival in a crash; and
Whereas, the Town is actively working toward reducing vehicle speeds because the likelihood of
a pedestrian surviving a crash is 10 percent if hit by a vehicle moving 40 mph; and
Whereas, children, older adults, people of color, people with disabilities, people who are
unhoused, and people with low income face a significantly disproportionate risk of traffic
Item 4
2
injuries and fatalities; and
Whereas, making streets safer for all people using all modes of transportation will encourage
people to travel on foot, by bicycle, and by public transit, which supports a healthier, more active
lifestyle and reduces environmental pollution; and
Whereas, successful Vision Zero programs are a result of all stakeholders, including government
at all levels, industry, non-profit/advocacy, researchers, and the general public, collaborating to
preventing fatalities and serious injuries on our roadways; and
Whereas, the Town of Ithaca has already adopted a Complete Streets Policy on April 15, 2015;
and
Whereas, the Tompkins County Legislature adopted an analogous Resolution 2025-125 for
Authorization to Adopt the Safe Streets for All (SS4A) Joint Safety Action Plan and Vision Zero
Goal on June 3, 2025; and
Whereas, under the State Environmental Quality Review Act (SEQRA), Environmental
Conservation Law Article 8, The Town Board hereby finds and determines that this Plan
constitutes a Type II action, pursuant to Section 617.5 (C) of Title 6 of New York Code of Rules
and Regulations, in that the law authorizes (24) information collection, including basic data
collection and research; (26) routine or continuing agency administration and management, not
including new programs or major reordering of priorities that may affect the environment; (27)
preliminary planning processes necessary to formulate a proposal for an action; (33) adoption of
regulations, policies, procedures and local legislative decisions in connection with any action on
this list, but does not commit the Town to commence or approve an action; now, therefore, be it
Resolved, the Town of Ithaca adopts the goal of eliminating traffic deaths and a 50% reduction
in serious injuries by 2040 and endorses Vision Zero as a comprehensive and holistic approach
to achieving this goal; and be it further
Resolved, the Town of Ithaca supports the goal of eliminating racial profiling and inequitable
enforcement of traffic violations; and be it further
Resolved, the Town of Ithaca adopts the Joint Safety Action Plan, attached hereto as a
comprehensive and holistic approach to achieving Vision Zero.
Moved: Seconded:
Vote:
Item 6
1
MEETING OF THE ITHACA TOWN BOARD
June 9, 2025
TB Resolution 2025 - : Adopt Consent Agenda
a. Approval of Town Board Minutes
b. Approval of the Town of Ithaca Abstract
c. Approval of the Bolton Point Abstract
d. Acknowledge receipt of annual wetland conservation easement inspections
e. Approve permanent appointment – Code Safety Inspector – Torres
f. Ratify appointment of MEO – Delong
g. Approval of Surplus Equipment designation and sale
Moved: Seconded:
Vote: ayes –
TB Resolution 2025 - 000a: Approval of Town Board Minutes
Resolved that the draft minutes of May 5, 2025, are adopted as final with any non-substantive
changes made.
TB Resolution 2025 - 000b: Approval of Town of Ithaca Abstract No. 11 for FY-2025
Resolved that the Town Board authorizes payment of the following audited vouchers for the
amounts indicated:
VOUCHER NOS. 2025 493 - 519
General Fund Town Wide 34,790.17
General Fund Part-Town 1,370.47
Highway Fund Town Wide DA 215.19
Highway Fund Part Town DB 1,988.90
Water Fund 605.67
Sewer Fund 131,119.75
Capital Projects 4,884.41
TOTAL 174,974.56
TB Resolution 2025 – 000c: Approval of Bolton Point Abstract
TB Resolution 2025 - 000d: Acknowledge receipt of annual Wetland Conservation
Easement Inspections
Item 6
2
Resolved that the Town Board acknowledges receipt of the annual Wetland Conservation
Easement Inspections for Ithaca College wetland mitigation sites, Raponi & Rich Road sites, and
John and Amy Little, 159 Ridgecrest Rd. site
TB Resolution 2025 - 000e: Approve Permanent Appointment of Code Safety Inspector
Whereas, Christopher Torres was provisionally appointed as the Code Safety Inspector position,
effective January 30, 2023, pending the next civil service exam; and
Whereas, the Tompkins County Civil Service office has provided the certificate of eligible listing
for the said title and Christopher Torres was a reachable candidate; now, therefore be it
Resolved, the Town Board of the Town of Ithaca does hereby appointment of Christopher Torres
to the position of Code Safety Inspector, with no change in current compensation or benefits,
retro-active to May 29, 2025.
TB Resolution 2025 - 000f: Ratify Appointment of Motor Equipment Operator
Whereas there is a vacancy in the full-time position of Motor Equipment Operator for the Public
Works Department due to a resignation; and
Whereas the Interview Committee has determined that Patrick Delong possesses the necessary
knowledge and skills to satisfactorily perform the duties of a Motor Equipment Operator; and
Whereas Joe Slater, Director of Public Works/ Highway Superintendent, appointed Patrick Delong
as Motor Equipment Operator effective June 16, 2025; now, therefore be it
Resolved the Town Board of the Town of Ithaca does hereby approve the appointment made by
the Director of Public Works/ Highway Superintendent of Patrick Delong as Motor Equipment
Operator, effective June 16, 2025; and be it further
Resolved the position is at 40 hours per week, at the hourly wage of $31.54, which is an estimated
annual salary of $65,603 from Public Works account numbers, in Job Classification “III”, with
full time benefits; and be it further
Resolved a mandatory twenty-six (26) week probationary period applies with no further action by
the Town Board if there is successful completion of the probationary period as determined by the
Director of Public Works/ Highway Superintendent.
TB Resolution 2025 - 000g: Approval of designation and sale of Surplus Items
Whereas, a 2019 F-350 4 X 4 with snowplow has become surplus/no longer needed by the Town
and the Town wishes to put the said truck in an online auction in June, now therefore be it;
Resolved, that the Town Board of the Town of Ithaca hereby declares said truck to be surplus and no
longer needed by the Town and authorizes its sale at auction.
Item 6
3
DEPARTMENT OF PLANNING
215 N. Tioga Street, Ithaca NY 14850
607-273-1747
www.townithacany.gov
TO: TOWN BOARD MEMBERS
FROM: MICHAEL SMITH, SENIOR PLANNER
DATE: MAY 30, 2025
RE: ANNUAL WETLAND CONSERVATION EASEMENT INSPECTIONS
- ITHACA COLLEGE WETLAND MITIGATION SITES
RAPONI & RICH ROAD SITES
- JOHN & AMY LITTLE, 159 RIDGECREST ROAD
Attached are the copies of the completed annual Conservation Easement Monitoring &
Inspection Reports for the Ithaca College Wetland Mitigation Sites – Raponi & Rich Road Sites
and the Little wetland conservation easement on Ridgecrest Road. The easements for these
properties require an annual inspection to be completed by the Town, with the results reported to
the Town Board. I conducted the site inspection for the Ithaca College easement on May 19th and
for the Little easement on May 20th, and found both properties to be in compliance with the
terms of the easements. Along with the attached inspection forms, there are also a couple photos
of the Rich Road location (yard waste and Japanese Knotweed). Copies of the reports have been
provided to both landowners.
Please contact me at 273-1747 or email me at msmith@townithacany.gov if you have any
questions.
Raponi Site Little Site
Count
Road(
Tax pa
Acres
Curre
Te
M
Other
Re
Te
M
Date o
Name
Was la
Has ow
If so
Was la
Did la
Other
Use
Use
for d
This co
proper
with, o
CONSER
I
G
ty: Tompkins
(s): Raponi sit
arcel #(s): Ra
Under CE: Ra
nt Landowne
c/o
elephone: 607‐2
ailing Address:
r Contact Pers
elationship to Ow
elephone: 607‐2
ailing Address:
of Field Inspe
e T. of Ithaca
andowner co
wnership cha
o, provide name
andowner co
ndowner tou
r people acco
map on back t
back of form o
descriptions or
onservation ea
rty in question,
or in conflict w
RVATION
IC WET
GENERAL INFO
s
te is on drivew
aponi site is p
aponi site is 1
er: Ithaca Coll
o Tim Carey, As
274‐3269
Ithaca College,
Ithaca, NY 1485
son: Jake Bre
wner: Professor,
274‐3967
258 Center for N
Ithaca, NY 1485
ection: _____
Inspector: __
Signature: __
ontacted prio
anged since la
and contact info
onsulted duri
ur property a
ompanying in
to show route
or separate pa
r other notes r
asement monito
, and does not
with, the purpos
N EASEM
LAND M
ORMATION
Town: It
way off Codd
part of 41‐1‐3
12.20 acres
ege
ssoc. VP Office
Facilities Buildin
50
enner
, involved in land
Natural Sciences
50
___________
____________
___________
or to visit? __
ast visit? __
o for new owne
ng visit? __
lso? __
spection:
of property in
age if more spa
regarding the i
oring and insp
render any op
se, terms, and
MENT M
MITIGAT
thaca
ington Road
0.2
of Facilities
ng
d management
s, Ithaca College
____________
___________
___________
__ yes ___ no
__ yes ___ no
r:
__ yes ___ no
__ yes ___ no
nspection tour
ace is needed
inspection.
ection report is
pinion or findin
conditions of t
Town o
215 N
Ithac
MONITOR
TION SI
__
__
___
o
o
o
o
r.
Describ
man‐ma
Describ
propert
Describ
natural
Were an
If yes,
numbe
and pro
Notes o
Recomm
monito
s intended to d
g as to whethe
the conservatio
of Ithaca
North Tioga St
a, NY 14850
RING & I
ITES – R
be new or cha
ade improve
be new or ong
ty condition,
be any change
causes, or ca
ny observed
___ yes ___
attach photogr
er, name of ease
ovide locations
on boundary
mended follo
ring visit:
describe and do
er or not any of
on easement e
t. (607) 273
www.tow
INSPECT
RAPONI
OBSERVATI
anged buildin
ments on the
going activitie
or human alt
es or alteratio
auses beyond
changes pho
_ no
raphs with pre‐m
ement, name of
and numbers on
condition an
ow‐up actions
ocument chang
of the observed
ncumbering th
TION REP
I SITE
IONS
ngs, structure
e property:
es, changes i
terations of t
ons to the pr
d landowner’
otographed?
made labels; or
f monitor, and s
n accompanying
d signs:
s; reminders
ges observed o
d changes are in
he property.
PORT
es, or other
n land use or
the property:
operty from
’s control:
label with date
short description
g map.
for next
on the easemen
n conformance
r
e,
n,
nt
e 3‐1721
wnithacany.gov
Extra Notes:
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
Draw Monitoring Route and Label Locations Of Any Photographs Taken or Observations Described in Report:
Time Spent On Easement Stewardship Tasks: ______ hours
(Include preparation for visit, driving to and from property, meeting with landowner, walking property, and preparing report and any
accompanying photos or other descriptions).
Count
Road(
Tax pa
Acres
Curre
Te
M
Other
Re
Te
M
Date o
Name
Was la
Has ow
If so
Was la
Did la
Other
Use
Use
for d
This co
proper
with, o
CONSER
I
G
ty: Tompkins
(s): Rich Road
arcel #(s): Ri
Under CE: Ri
nt Landowne
c/o
elephone: 607‐2
ailing Address:
r Contact Pers
elationship to Ow
elephone: 607‐2
ailing Address:
of Field Inspe
e T. of Ithaca
andowner co
wnership cha
o, provide name
andowner co
ndowner tou
r people acco
map on back t
back of form o
descriptions or
onservation ea
rty in question,
or in conflict w
RVATION
C WETL
GENERAL INFO
s
d site is on Ric
ch Road site i
ich Road site
er: Ithaca Coll
o Tim Carey, As
274‐3269
Ithaca College,
Ithaca, NY 1485
son: Jake Bre
wner: Professor,
274‐3967
258 Center for N
Ithaca, NY 1485
ection: _____
Inspector: __
Signature: __
ontacted prio
anged since la
and contact info
onsulted duri
ur property a
ompanying in
to show route
or separate pa
r other notes r
asement monito
, and does not
with, the purpos
N EASEM
LAND M
ORMATION
Town: It
ch Road, off C
is part of 41‐1
is 11.79 acres
ege
ssoc. VP Office
Facilities Buildin
50
enner
, involved in land
Natural Sciences
50
___________
____________
___________
or to visit? __
ast visit? __
o for new owne
ng visit? __
lso? __
spection:
of property in
age if more spa
regarding the i
oring and insp
render any op
se, terms, and
MENT M
MITIGAT
thaca
Coddington Rd
1‐30.2
s
of Facilities
ng
d management
s, Ithaca College
____________
___________
___________
__ yes ___ no
__ yes ___ no
r:
__ yes ___ no
__ yes ___ no
nspection tour
ace is needed
inspection.
ection report is
pinion or findin
conditions of t
Town o
215 N
Ithac
MONITOR
TION SIT
d.
__
__
___
o
o
o
o
r.
Describ
man‐ma
Describ
propert
Describ
natural
Were an
If yes,
numbe
and pro
Notes o
Recomm
monito
s intended to d
g as to whethe
the conservatio
of Ithaca
North Tioga St
a, NY 14850
RING & I
TES – R
be new or cha
ade improve
be new or ong
ty condition,
be any change
causes, or ca
ny observed
___ yes ___
attach photogr
er, name of ease
ovide locations
on boundary
mended follo
ring visit:
describe and do
er or not any of
on easement e
t. (607) 273
www.tow
INSPECT
RICH RD
OBSERVATI
anged buildin
ments on the
going activitie
or human alt
es or alteratio
auses beyond
changes pho
_ no
raphs with pre‐m
ement, name of
and numbers on
condition an
ow‐up actions
ocument chang
of the observed
ncumbering th
TION REP
D. SITE
IONS
ngs, structure
e property:
es, changes i
terations of t
ons to the pr
d landowner’
otographed?
made labels; or
f monitor, and s
n accompanying
d signs:
s; reminders
ges observed o
d changes are in
he property.
PORT
es, or other
n land use or
the property:
operty from
’s control:
label with date
short description
g map.
for next
on the easemen
n conformance
r
e,
n,
nt
e 3‐1721
wnithacany.gov
Extra Notes:
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
Draw Monitoring Route and Label Locations Of Any Photographs Taken or Observations Described in Report:
Time Spent On Easement Stewardship Tasks: ______ hours
(Include preparation for visit, driving to and from property, meeting with landowner, walking property, and preparing report and any
accompanying photos or other descriptions).
TOWN OF ITHACA
ITHACA COLLEGE
WETLAND MITIGATION SITE
CONSERVATION EASEMENT
Rich Road Site
Town of Ithaca, Tompkins County, NY
With frontage on Rich Road; and
via Coddington Road
Part of Tax Parcel No. 41.-1-30.2
GROUND PHOTOGRAPHS (2)
Taken on May 19, 2025 by Michael Smith, Senior Planner, Town of Ithaca
Documenting changes on the property described in May 19, 2025
Conservation Easement Property Inspection & Monitoring Report
Photo 1 of 2. Rich Road Site. Example of yard waste dumped along cell #7.
Photo 2 of 2. Rich Road Site. Japanese Knotweed between Cells #7 and #8
CONSERVATION EASEMENT MONITORING & INSPECTION REPORT
JOHN E. & AMY W. LITTLE – WETLAND SITE
GENERAL INFORMATION
County: Tompkins Town: Ithaca
Address(s): 159 Ridgecrest Road
Tax parcel #(s): 45.-2-14.22
Acres Under CE: 8.5 acres
Current Landowner: John E. & Amy W. Little
Telephone: 607-227-6162
Email: jack.littlecpa@gmail.com
Mailing Address: 159 Ridgecrest Road
Ithaca, NY 14850
Other Contact Person: None
Date of Field Inspection: ___________________________
Name T. of Ithaca Inspector: ________________________
Signature: ________________________
Was landowner contacted prior to visit? ___ yes ___ no
Has ownership changed since last visit? ___ yes ___ no
If so, provide name and contact info for new owner:
Was landowner consulted during visit? ___ yes ___ no
Did landowner tour property also? ___ yes ___ no
Other people accompanying inspection:
Use map on back to show route of property inspection tour.
Use back of form or separate page if more space is needed
for descriptions or other notes regarding the inspection.
OBSERVATIONS
Describe new or changed buildings, structures, or other
man-made improvements on the property:
Describe new or ongoing activities, changes in land use or
property condition, or human alterations of the property:
Describe any changes or alterations to the property from
natural causes, or causes beyond landowner’s control:
Were any observed changes photographed?
___ yes ___ no
If yes, attach photographs with pre-made labels; or label with date,
number, name of easement, name of monitor, and short description,
and provide locations and numbers on accompanying map.
Notes on boundary condition and signs:
Recommended follow-up actions; reminders for next
monitoring visit:
This conservation easement monitoring and inspection report is intended to describe and document changes observed on the easement
property in question, and does not render any opinion or finding as to whether or not any of the observed changes are in conformance
with, or in conflict with, the purpose, terms, and conditions of the conservation easement encumbering the property.
Town of Ithaca
215 North Tioga St. (607) 273-1721
Ithaca, NY 14850 www.town.ithaca.ny.us
Extra Notes:
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
__________________________________________________________________________________________
Draw Monitoring Route and Label Locations Of Any Photographs Taken or Observations Described in Report:
Time Spent On Easement Stewardship Tasks: ______ hours
(Include preparation for visit, driving to and from property, meeting with landowner, walking property, and preparing report and any
accompanying photos or other descriptions).