HomeMy WebLinkAboutRt 96 Corridor Management Study Technical ReportsROUTE 96 CORRIDOR MANAGEMENT STUDY
Route 96 Corridor Management Study
TECHNICAL REPORT #1
Prepared By:
Bergmann Associates
and
SRF Associates
in conjunction with
The Route 96 Technical Review Committee
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TABLE OF CONTENTS
Route 96 Corridor Management Study
1.0 INTRODUCTION ...................................................................................................................1
1.1.Project Purpose............................................................................................................1
1.2.The Study Area............................................................................................................2
1.3.The Planning Process..................................................................................................3
2.0 STATE OF ROUTE 96 CORRIDOR.......................................................................................6
2.1.Existing Land Use .......................................................................................................6
2.2.Zoning..........................................................................................................................7
2.3.Natural Resources.......................................................................................................9
2.4.Development Considerations...................................................................................10
2.5.Transportation Characteristics.................................................................................13
3.0 EXISTING TRAFFIC CONDITIONS..................................................................................25
3.1.Peak Intervals for Analysis.......................................................................................25
3.2.Existing Traffic Volume Data...................................................................................25
3.3.Study Area Intersections...........................................................................................26
3.4.Access Density...........................................................................................................29
3.5.Travel Time Surveys .................................................................................................29
4.0 RESIDENTIAL COMMUNITY SURVEY ANALYSIS ......................................................34
4.1.Introduction...............................................................................................................34
4.2.General Questions.....................................................................................................35
4.3.Destinations and Access ...........................................................................................40
4.4.Public Transportation ...............................................................................................43
4.5.Safety and Traffic ......................................................................................................45
4.6.Respondent Information...........................................................................................50
5.0 APPENDICES.........................................................................................................................52
APPENDIX 1 – COMMUNITY SURVEY WRITE-IN RESPONSES...................................................53
APPENDIX 2 – COMMUNITY SURVEY QUESTIONNAIRE...........................................................62
APPENDIX 3 – WINDSHIELD SURVEY IMAGES............................................................................63
APPENDIX 4 – FOCUS GROUP MEETING INVITATION...............................................................64
APPENDIX 5 – FOCUS GROUP MEETING SUMMARIES...............................................................65
APPENDIX 6 – STAKEHOLDER MEETING SUMMARIES..............................................................70
APPENDIX 7 - CORRIDOR PERFORMANCE PROFILES, ROUTE 96 ............................................74
APPENDIX 8 - CORRIDOR PERFORMANCE PROFILES, ROUTE 89 ............................................80
APPENDIX 9 – TRAFFIC ANALYSIS ZONES...................................................................................85
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1.0 INTRODUCTION
1.1.Project Purpose
The purpose of the Route 96 Corridor Management Study is to help the Town of Ulysses, Town
of Ithaca, City of Ithaca, Tompkins County, the Ithaca-Tompkins County Transportation
Council, and the Tompkins Consolidated Area Transit define an appropriate approach to
manage anticipated growth along the Route 96 corridor from the southern boundary of the
Village of Trumansburg to the intersection of Route 96 and Route 13 in the City of Ithaca. The
Study is being guided by a Technical Review Committee consisting of representatives from each
of the aforementioned communities and organizations.
The study seeks to serve as a guide to define a preferred development pattern for the corridor
that is consistent with the goals and vision for each of the involved communities. The study
will recommend strategies to reduce anticipated traffic-related impacts that may be caused by
new development. The Town of Ulysses, Town of Ithaca and City of Ithaca are looking to
update their comprehensive plans and have identified the need to analyze this corridor for
housing and business opportunities as well as to mitigate potential associated increases in
traffic.
The Route 96 Corridor Management Study looks at the impacts of nodal development patterns
versus a sprawling development pattern with a focus on access management issues, improving
transit services, incorporating transportation system improvements, and enhancing the overall
aesthetic character of the corridor. The final product will recommend a pattern for future
growth that protects livability within the study area through sound land use and transportation
management practices.
The Corridor Management Study is being developed as a series of four written Technical
Reports, as summarized below:
x Technical Report #1 focuses on Existing Conditions within the study area and lays the
framework for later projections, analysis, and recommendations. Technical Report #1
provides a baseline of information relevant to the corridor from which to learn from, and
build on.
x Technical Report #2 is the analysis and considerations component of the overall study
and is sub-divided into three main components: traffic projections, traffic impact
analysis, and opportunities and constraints analysis. Each of these sections helps to
identify what opportunities, issues, and obstacles exist with regard to creating a more
livable and desirable corridor.
x Technical Report #3 is predominantly the recommendations document associated with
the Study. Technical Report #3 will present recommendations for the Corridor including
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traffic, land use, quality of life, and other topics deemed important by local residents
and Technical Review Committee members.
x Technical Report #4 will be an implementation-based document that defines specific
actions and activities desired to achieve and meet the recommendations and goals set
forth in Technical Report #3.
1.2.The Study Area
State Route 96 in Tompkins County begins at the Seneca and Tompkins County lines in the
northwest corner of the County and travels southeast through the Village of Trumansburg,
Hamlet of Jacksonville, Town of Ulysses, Town of Ithaca, and culminates in downtown City of
Ithaca at the confluence of State Route 13 and the Cayuga Inlet. The Route 96 Corridor
Management Study examines the 10-mile stretch of road, including all lands within a mile the
Corridor, from the southern municipal boundary of the Village of Trumansburg traveling
southeast to the intersection with State Route 13.
The Corridor is rural in nature in the northwestern reach in the Town of Ulysses, reflecting the
importance of agriculture, both historically and today. Traveling southeast into the Town of
Ithaca, residential and commercial development increases in intensity. Finally, the Corridor
culminates in the City of Ithaca, which consists of dense housing and commercial businesses.
The West Hill area is one of the areas where increased housing development has occurred and
where additional potential for development exists. Much of this area is served by NYS Route 96
as the primary commuting route. The Route 96 corridor is the location of most of the
commercially-zoned property in the Town of Ulysses, and planned development in the corridor
is seen as crucial to allowing economic growth. It is a concern that such increased development
will worsen congestion in the City of Ithaca and impact traffic flow and livability along the
entire corridor therefore, mitigating the anticipated traffic impacts related to growth is critical. .
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1.3.The Planning Process
The Route 96 Corridor Management Study is a collaborative planning effort between Tompkins
County, the City of Ithaca, the Town of Ithaca, the Town of Ulysses, the Ithaca-Tompkins
County Transportation Council, and the Tompkins Consolidated Area Transit. Representatives
from each of the organizations comprise the Corridor Management Study Technical Review
Committee.
1.3.1.Work Completed To Date
The planning process completed to produce Technical Report #1 of the Route 96
Corridor Management Study included the following tasks:
Project Start-Up Meeting with Consultant Team
A project start-up meeting was held at the onset of the planning process which included
members of the consultant team and the Technical Review Committee. The purpose of
the meeting, held on January 25, 2008, was to review specific tasks associated with the
scope of work, clarify responsibilities of team members, and identify action items.
Internal Committee Meetings
Following the project start-up meeting, the Technical Review Committee held a number
of follow-up meetings to discuss the project internally, review committee
responsibilities, identify action items, and to coordinate the delivery of background
information and materials to the consultant team.
Community Survey
A community survey was distributed to all residential properties abutting the corridor
during the last week of February 2008. Residents were asked to return completed
surveys to Tompkins County Planning Department by March 12, 2008. The survey is
summarized in Chapter 4 of this report.
Data Collection and Review
An abundance of data was provided to the consultant team by members of the Technical
Review Committee, including completed plans and reports, data, assumptions
regarding future development scenarios, and other narrative to be incorporated into
Technical Report #1.
Existing planning reports, including the Tompkins County Comprehensive Plan, Town
of Ithaca Transportation Plan, ITCTC Route 96 Journey to Work Report, Tompkins
County Freight Transportation Study, Tompkins County Scenic Resources Survey, and
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Tompkins County Bicycling Suitability Map were reviewed as part of the initial
planning process to familiarize the project team with related planning efforts and
relevant data and statistics.
Field Review and Analysis
Traffic counts were conducted for weekday AM and PM commuter peaks on the
corridor due to the functional characteristic of the corridor as a primary commuter route
for the City of Ithaca. The hours selected for analysis included Weekday AM (7:00 AM –
9:00 AM) and Weekday PM (4:00 PM – 6:00 PM). Traffic counts were collected by SRF
on March 3rd through 5th at five study area intersections. All intersections identified
were observed during peak intervals to assess existing traffic operating conditions.
Signal timing was also collected to determine peak hour phasing plans and phase
durations during each interval.
Travel time data (i.e. time to travel the length of the corridor including delays related to
driveways and intersections) was collected for both the northbound and southbound
directions along the length of the study corridor. The data collection, which occurred
from 7:00 AM – 9:00 AM and from 4:00 PM – 6:00 PM on Wednesday, March 12, 2008
and Thursday, March 13, 2008, captured both the AM and PM peak commuter time
periods.
Windshield Survey
A windshield survey of the corridor was completed on March 17, 2008. Images taken
during the windshield survey, with relevant notes, are included in the Appendices of
Technical Report #1. The windshield survey was intended to confirm existing condition
data and identify any specific issues or opportunities along the corridor.
Technical Review Committee Meeting
A Technical Review Committee Meeting was held on April 1, 2008. The meeting
included a presentation by the consultant team related to the existing conditions
information included in Technical Report #1. Comments and questions were received by
the Technical Review Committee and additional assumptions regarding future
development build-out and travel volumes were discussed.
Public Information Meeting
The first Public Information Meeting took place on April 23, 2008 at 6:30 PM at the
Paleontological Research Institution on Trumansburg Road. The meeting began with a
presentation by the consultant team which included a brief overview of the project
partners, purpose, and timeline, a review of the results of the community survey, a
review of traffic data complied to date, and an introduction to the nodal development
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scenario. At the close of the meeting attendees were given the opportunity to ask
questions about the Plan, the process, and next steps that will be undertaken.
Focus Group Sessions
Two focus group sessions were held with commercial and institutional property owners
along the Route 96 corridor. Over eighty commercial, institutional, and business
property owners were sent invitations to participate in one of two focus group sessions
which were held on April 1st and April 3rd, 2008 at two different locations along the
corridor in the Town of Ithaca and in the Hamlet of Jacksonville in the Town of Ulysses.
The purpose of the focus group sessions was to identify the opportunities, constraints,
and issues associated with owning and maintaining a business on Route 96. A list of
meeting participants and summaries of comments from the focus group sessions are
included in Appendix 5 of this report.
Stakeholder Interviews
Two key stakeholders were identified by the Technical Review Committee as having a
particular interest in the future development of Route 96; Cayuga Medical Center and
Tompkins Consolidated Area Transit. One-on-one meetings were held between staff
members from each of these organizations, the consultant team, and members of the
Technical Review Committee. The meetings were intended to provide the opportunity
for the organizations to discuss their specific concerns as they relate to traffic and land
development along the corridor. Summaries of these discussions are included in
Appendix 6 of this report.
1.3.2.Next Steps
Technical Report #2
The consultant team will continue to make progress towards the development of
Technical Report #2. This report will focus on identifying future projections and
conditions along the corridor based on nodal development scenario models. A
Transportation Impact Analysis will be completed that includes trip demand estimates,
Traffic Analysis models, impacts associated with defined livability benchmarks, and
safety and travel impacts.
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2.0 STATE OF ROUTE 96 CORRIDOR
2.1.Existing Land Use
Land uses along the Route 96 Corridor study area changes from mostly rural at the north end in
the Town of Ulysses to low density residential and commercial in the Town of Ithaca to dense
residential and commercial development in the City of Ithaca at the south end of the corridor.
Map 2 highlights the existing land use of parcels adjacent to Route 96.
Overall, the corridor is largely undeveloped: 34% of the study area is Vegetative Cover, 30% is
active agricultural land, and 17% is in residential use. Only 3% of the corridor is in commercial
use, almost exclusively in the City of Ithaca limits.
From 1995-2007, the most significant changes in land use were: 9% growth in residential land
development, 20% increase in the commercial use, and loss of actively farmed agricultural land,
including a 12.5% increase in inactive agricultural land, and an overall loss of almost 5% of
agricultural land.
TABLE 1 – CHANGE IN LAND USES
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
LULC 1995
Acres Percent
2007
Acres Percent
Change
(acres)Pct Change
Agriculture 4691.64 30.13 4482.85 28.79 -208.80 -4.45
Barren or Disturbed 79.09 0.51 59.77 0.38 -19.32 -24.43
Commercial 378.85 2.43 454.03 2.92 75.18 19.85
Inactive or Former Agriculture 766.60 4.92 862.36 5.54 95.76 12.49
Industrial 161.25 1.04 161.32 1.04 0.07 0.04
Public/Institutional 305.58 1.96 306.17 1.97 0.58 0.19
Recreation 452.39 2.91 443.22 2.85 -9.17 -2.03
Residential 2441.26 15.68 2664.72 17.11 223.47 9.15
Transportation/Transmission 38.88 0.25 38.88 0.25 0.00 0.00
Vegetative Cover 5382.14 34.57 5226.71 33.57 -155.44 -2.89
Water and Wetlands 873.54 5.61 871.20 5.59 -2.34 -0.27
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2.2.Zoning
Each of the municipalities along the corridor has an approved Zoning Ordinance, which is
summarized below:
2.2.1.Town of Ulysses
The zoning districts in the Town of Ulysses include:
A1–Agricultural District
A2–Special Agricultural District
R1–Rural Residence District
R2–Moderate-Density Residence District
RM–Multiple-Residence District
MHP–Manufactured Home Park
H1–Hamlet District
B1–Business District
IL–Light Industrial District
PR–Park/Recreation District
DD–Development District
Please refer to Map 3 which identifies the zoning districts currently represented on the
corridor. The purposes and permitted uses are included on the Town’s website at
http://www.ulysses.ny.us/zoning-law_10-10-07.pdf.
The zoning along the Route 96 Corridor in the Town of Ulysses portion of the study area
begins at the Village of Trumansburg municipal boundary, bordered by park zoning on
both sides of the road: Smith Woods, a Unique Natural Area stands on the east and the
County Fairgrounds- zoned Special Agricultural District on the west. The Fairgrounds
host many agricultural and cultural events, notably the annual Grassroots Festival that is
becoming a regional summer event.
Just south of this area the corridor becomes a business zone, where both sides of the
road host grocery, pharmacy, food services, and retail car shopping areas. The east side
of the business zone abuts a light industry zone where an agriculture support business
operates just south of this area Taughannock State Park, zoned for park use, spills across
both sides the Route 96 corridor.
For the next two miles, agriculture and rural residential zoning predominate. Dotted on
the western side of the corridor are three development districts zoned for special uses,
including automobile repair, carpentry, and family entertainment. The hamlet of
Jacksonville is located one quarter of the distance down the Corridor study area and is
zoned for hamlet uses: primarily residential uses with allowance for offices, businesses,
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and food establishments upon Town review and approval. Agricultural and rural
residences surround the hamlet.
The Town of Ulysses has a growing commercial area zoned light industrial that is
approximately one mile south of the hamlet of Jacksonville at the intersection of Krums
Corners, Wilkins, and Trumansburg Roads (Rte 96). Parcels zoned for business abut
both the north and south ends of this growing employment zone, and dense housing
opportunities bound this industrial zone: including both mobile home park zoning and
a moderate density residential zone allows for multi-unit housing.
2.2.2.Town of Ithaca
The Town of Ithaca has established seventeen zoning districts which are identified
below:
Agricultural
Conservation
Lakefront Residential
Low Density Residential
Medium Density Residential
High Density Residential
Multiple Residence
Mobile Home Park
Commercial
Neighborhood Commercial
Community Commercial
Lakefront Commercial
Office Park Commercial
Planned Development Zone
Industrial
Light Industrial
Vehicle Fuel and Repair
Parcels with frontage along the Route 96 corridor are within the Agricultural, Low
Density Residential, Medium Density Residential, Multiple Residence, Commercial, and
Planned Development District zoning districts. Refer to Map 4 for zoning designations
for specific parcels. The purpose and permitted uses for each of the zoning districts may
be found in the Town of Ithaca Zoning Ordinance available at Town Hall or on-line at
http://www.town.ithaca.ny.us/pdffiles/Chpt270.pdf.
In the Town of Ithaca, at the north end, the Route 96 corridor is agriculturally zoned on
the west side and is home to an orchard and low-density housing. The east side is
medium density residential where with subdivisions and cul-de-sac housing
developments. Continuing south on Route 96 is the approach to the Cayuga Medical
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Center, the County’s sole hospital. Zoning at this site, as well as adjacent parcels
(Paleontological Research Institution and Finger Lakes Massage School), is Office Park
Commercial. Planned Development districts are sited on both the north and south
extent of the hospital property. A newly instated conservation zone was established to
the far east of the study area beyond the hospital, extending south to the City of Ithaca to
protect cliff formations. On the west side of the corridor within the Town of Ithaca is a
medium density residential zone extends to the City of Ithaca with a new housing
development and nursing home. . Heading south from the hospital, medium density
residential zoning extends on both sides of road into the City of Ithaca.
2.2.3. City of Ithaca
Dense housing (single/multi-family) predominates on the last steep mile down Route 96
entering the City of Ithaca. Crossing the Cayuga Inlet on Route 96 on the approach to the
end of the study area, waterfront zoning and park zone for Robert Treman State Park are
the two primary zones. Waterfront zoning permits many uses, including business,
retail, and commercial.
2.3.Natural Resources
2.3.1.Topography
Slopes greater than 15 percent within the study area are located in the Town of Ulysses
along Taughannock Park Road and Taughannock Creek and near Glenwood Creek.
These slopes are also present in the Town of Ulysses along Indian Creek and in the
Town and City of Ithaca along the lakeshore and inlet, as well as along brooks and
streams flowing into these waterbodies (refer to Map 6).
2.3.2.Soils and Geology
The Study area is mostly comprised of good quality agricultural soils, with some areas
of prime soil, many areas of fair, and some poor quality soil (refer to Map 7).
Locales within the study area have different surficial geology types: Lacutrine Sand
predominates in the northesternmost portion of the study area just outside the Village of
Trumansburg in Town of Ulysses to the Taughannock State Park. The longest stretch of
the corridor is predominated by till in the central Town of Ulysses and Town of Ithaca.
Bedrock exists on the easternmost extent of Town of Ithaca with cliff formations that are
to be conserved near Cayuga Lake. The City of Ithaca has Lacutrine Silt and Clay as
well as Recently Deposited Soil at the Cayuga Inlet mouth and surrounding areas.
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2.3.3.Hydrology
Cayuga Lake abuts the study area to the east, in the Town of Ithaca. Cayuga Lake is the
longest of the Finger Lakes and is the second largest Finger Lake as measured by surface
area and volume. The length of the lake is 38.2 miles and it has a mean width of 1.75
miles and a maximum depth of 435 feet. The total shoreline along Cayuga Lake is 95.3
miles. The lake itself is 66.4 square miles and has 2.5 trillion gallons of water within it.
Cayuga Lake’s depth, steep east and west banks, and shallow north and south ends are
typical of the glacially-formed Finger Lakes.
Tompkins County is a major contributor to the Cayuga Lake watershed, with about 80
percent of Tompkins County’s water draining north into the Finger Lakes and
eventually into Lake Ontario. The remaining 20 percent drains south to the Susquehanna
River and eventually into the Chesapeake Bay (refer to Map 8).
The subwatersheds within the Study Area, from north to south, include: Taughannock
Creek, which follows the bounds of Taughannock State park and extends southwest to
the Enfield municipal boundary; West Cayuga Lakeshore South watershed which abuts
the Taughannock watershed to the north and covers the rest of Town of Ulysses and all
of Town of Ithaca into the City of Ithaca; and the Cayuga Inlet, Fall Creek, and
Cascadilla Creek watersheds in the City of Ithaca.
A number of perennial and intermittent streams flow in the study area. Those worthy of
note are Taughannock, Willow, and Glenwood Creeks in the Town of Ulysses and
Indian Creek in the Town of Ithaca. All of these water bodies empty into Cayuga Lake.
Only the flat portion of the City of Ithaca, primarily in Robert Treman State Park, as well
as the land surrounding Taughannock Creek lie within the 100 or 500 year floodplain.
2.4.Development Considerations
The following considerations are factored into municipal and/or County development review
and are therefore, considered to be development considerations along the Corridor.
2.4.1.Agricultural District #2
Agricultural District #2 covers the western half of Tompkins County and includes lands
in the Towns of Ulysses, Enfield, Newfield, and parts of Danby and Ithaca. The district
encompasses 66,552 acres, which includes 33,492 acres of land that is owned and rented
by farmers for farming purposes. Agricultural District #2 covers most of the study area
in the Town of Ulysses with the exception of areas around Jacksonville Hamlet, a
commercial hub at Krums Corners Road/Rte 96, and the western side of Route 96 in
Town of Ithaca. Agricultural District #2 is currently going through an updating process
which is expected to be complete in the Fall of 2008.
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2.4.2.Agricultural Resource Focus Areas (ARFA’s)
Six regions within the County were identified as ARFA’s based on soil suitability for
agriculture and the concentration of viable farms in the area. An ARFA is located on the
west side of Route 96 in Towns of Ulysses and Ithaca, running parallel to the corridor
along the edge of the study area and extending west to the County line. This ARFA’s
orientation almost exactly follows the pattern of good quality agricultural soil in the
vicinity.
2.4.3.Natural Features Focus Areas (NFFA)
The County has identified fourteen Natural Features Focus Areas that are included in
the Tompkins County Conservation Plan. The Plan provides detailed information about
the unique characteristics of the area and outlines a tailored approach to
implementation. Within the Study area there are two NFFA’s:
x Taughannock Creek in the northwest portion of the County in the Town of
Ulysses. Taughannock Falls State Park is the defining feature, with the falls,
gorge, lakeshore and recreational amenities bringing thousands of visitors to this
area every year. The surrounding landscape is largely agricultural grassland,
with scattered pockets of forests and wetlands.
x Lakeshore, which encompasses the entire portion of the Study area in City of
Ithaca and the east side of Town of Ithaca. This NFFA encompasses the entirety
of Cayuga Lake in Tompkins County and its lakeshore, extending from the Town
of Lansing on the east side of the Lake, south to the City and Town of Ithaca, and
northwest through the Town of Ulysses.
2.4.4.Unique Natural Areas (UNA)
Unique Natural Areas are those areas determined to be a part of the landscape that has
outstanding environmental qualities in Tompkins County. This broad designation may
include special natural communities, or plants and animals that are rare or scarce
elsewhere in the county or region. There are nearly 200 sites in the County determined
to contain significant ecological, biological, geological, or aesthetic characteristics. The
UNAs are not legislated areas, but the County and some local municipalities do
reference these areas and give them due consideration in planning and development
review. The Town of Ulysses has not adopted UNAs nor do they currently have
guidelines for considering them as part of the site plan review or permit process.
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The UNAs within proximity to Route 96 are:
x UNA-93: DEC Mapped Wetland that runs southwest from the Town of Ulysses,
Town of Ithaca border, Town of Enfield border just east of Sheffield Road and
South of Iradell Road.
x UNA-57: Smith Woods is a stand of woods that borders the Village of
Trumansburg to the north, located on the east side of Route 96 just inside the
Town of Ulysses
x UNA-97: Indian Creek Gorge and Lake Slopes skirts Cayuga Lake in the Town of
Ithaca to the City of Ithaca municipal line.
x UNA-98: Located at the tip of Robert Treman Park, Hog Hole is a designated
UNA that extends into Cayuga Lake at the northeast end of the City of Ithaca.
x UNA –137: Octopus Cliffs is the extent of cliffs that border Cayuga Lake and
continue southwest, rising above Cayuga inlet in the City of Ithaca.
2.4.5.Water and Sewer Infrastructure
The City of Ithaca parcels in the study area are all served by water/sewer. Almost all of
the Town of Ithaca is also served by water/sewer, with the exception of land that cannot
be developed. The Town of Ulysses is partially served by water, primarily along the
Route 96 corridor, and there is currently no sewer service provided in any areas of the
Town (refer to Map 9).
2.4.6.Other Considerations
The hamlet of Jacksonville has a specific land consideration for development. The
parcels held by Exxon/Mobile (near intersection of Route 96 & Jacksonville Road) cannot
be developed for housing due to previous contamination. Therefore, these parcels must
serve an alternative community function, such as a commercial district, public park &
ride, public open space, or other appropriate use as determined by the community.
This includes seven land parcels in the hamlet.
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2.5.Transportation Characteristics
2.5.1. Physical Description and Condition of the Road
Through the Towns of Ulysses and Ithaca Route 96 has considerable width and wide
shoulders. The overall character of the roadway changes when entering the City of
Ithaca as the roadway width narrows and there is minimal, if any, shoulder. Within the
City limits the narrower roadway is partially offset by a designated pedestrian sidewalk
system located on one side of the road.
Overall, the condition of Route 96 within the study area is good. There are no noteable
areas along the corridor where the road is in failing condition and in need of any
immediate measures or improvements.
2.5.2.Sidewalks, Bike Lanes, and Trails
The only existing sidewalks in the study area are located in the City of Ithaca, adjacent to
Route 96. Adjacent to the study area, sidewalks exist in downtown Ithaca as well as the
Village of Trumansburg. The Town of Ithaca has completed a study that calls for
sidewalks to be extended on all residential and state highway streets within the Town.
Bicyclists share road shoulders with cars for the entire length of the study area; there are
no dedicated bike lanes.
The proposed Black Diamond Trail that would extend from Robert Treman Park in the
City of Ithaca northwest to Trumansburg will run almost parallel to Route 96 on an
abandoned rail bed for the length of the study area. In 2007, the New York State Office
of Parks, Recreation, and Historic Preservation presented a Draft Master Plan and
Environmental Impact Statement for the development of the trail (refer to Map 10).
2.5.3.Park and Ride Lots
There is one established park and ride lot in the Village of Trumansburg that is utilized
heavily by TCAT commuters. It is a small lot with 20-30 spaces and is usually close to
capacity. There are conflicts during the summer months with this lot as it also serves as
the location for the Trumansburg Farmers Market.
An informal park and ride has existed on and off at the Hospital parking lot complex,
though detailed information on use and availability is unknown. Hospital personnel
have stated that all existing parking available at the hospital is needed for staff, patients,
and guests and there is no additional parking available for park and ride users at this
time.
A second informal park and ride has also been established at Jacksonville Methodist
Church. Approximately 5-7 cars park here on a daily basis to pick up a bus for travel
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into Ithaca. The Church has allowed the use of their parking lot for daily parking,
though it does create parking conflicts on the occasions when the church hosts a
weekday event which requires full use of their parking lot.
2.5.4.Transit
Two TCAT bus routes travel the corridor – Routes 19 and 21. Route 19 circulates from
the City of Ithaca up to the Cayuga Medical Center. Route 21 circulates from Cornell to
the Tompkins County/Seneca County line at the north edge of Trumansburg.
Ridership has increased on Route 19 between 2006 and 2007, from 10,621 riders to
11,726. Route 21 has seen a slight decline in its ridership over the same period with a
change in ridership from 99,455 to 99,066. The following table shows transit ridership in
2008 during the Weekday AM Peak on Routes 19 and 21.
TABLE 2 – TRANSIT RIDERSHIP, WEEKDAY AM PEAK, FEBRUARY 2008
TCAT Bus Routes 19 and 21
Location Riders / Day
Aubles Trailer Park 6.6
Juniper Manor 0.5
Trumansburg Central School 5.1
Jacksonville Post Office 2.1
Overlook Apts.2.7
Cayuga Medical Center 1.5
State @ Fulton 2.0
Ithaca Bus Station 1.6
Green @ Commons 7.4
Seneca @ Commons 6.2
Sage Hall 0.4
Statler Hall 0.3
Vet School 1.3
Grand Total:37.7
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3.0 EXISTING TRAFFIC CONDITIONS
3.1.Peak Intervals for Analysis
Given the functional characteristics of the corridor (i.e. Route 96 is the primary commuter route
from West Hill into the City of Ithaca) and the land uses that fall under the current zoning along
the corridor (residential, retail/service, office), the peak hours selected for the analysis were the
weekday AM and PM commuter peaks. These peak time periods provide the highest traffic
volumes throughout the day as identified through NYSDOT machine count data.
3.2.Existing Traffic Volume Data
Weekday AM (7:00-9:00am) and PM (4:00-6:00pm) peak traffic counts were collected by SRF &
Associates (SRF) on March 3 through March 5, 2008 at five study area intersections along Route
96 as follows:
x Taughannock Park Road,unsignalized
x Perry City Road,unsignalized
x Jacksonville Road,unsignalized
x Cayuga Medical Center,signalized
x NYS Route 89 (Taughannock Boulevard),signalized
All traffic volumes were reviewed to confirm the accuracy and relative balance of the collective
traffic counts. Relative balance refers to the relationship of traffic volumes between
intersections. For example, if 500 cars leave an intersection and only 100 arrive at the next
intersection, there is either an error in the counts that must be corrected or another explanation,
such as a major intersection in between them.
All traffic volumes were found to balance within the network within reasonable and expected
variations. The actual differences in traffic volumes can be attributed to activity related to
intersections and driveways located in the segments between the intersections. The peak hour
traffic periods generally occurred between 7:45 and 8:45 AM and 4:30 to 5:30 PM. The existing
peak hour volumes are depicted in Figure 1.
Existing Average Daily Traffic (ADT) information was obtained from the NYSDOT Traffic
Volume Report as well as the ITCTC Year 2006 Final Traffic Count Report. According to the most
recent traffic volume data collected by the New York State Department of Transportation
(NYSDOT) in 2006, the annual average daily traffic (AADT) along Route 96 between Route 89
overlap and Perry City Road is 8,847 vehicles per day (vpd).
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FIGURE 1 – PEAK HOUR VOLUMES, EXISTING CONDITIONS
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
3.3.Study Area Intersections
3.3.1.Field Observations
All intersections included in the project area were observed during peak intervals to
assess existing traffic operating conditions at each intersection. Signal timing
information was collected, at the previously identified signalized intersections, to
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determine peak hour phasing plans and phase durations during each interval.(please
define these briefly) This information was used to support and/or calibrate capacity
analysis models described in detail later in Report #1.
3.3.2.Existing Operations
Capacity analysis is a technique used for determining a measure of effectiveness for a
section of roadway and/or intersection based on the number of vehicles during a specific
time period. The measure of effectiveness used for the capacity analysis is referred to as
a Level of Service (LOS). Levels of Service are calculated to provide an indication of the
amount of delay that a motorist experiences while traveling along a roadway or through
an intersection. Both roadway section and intersection capacity analyses have been
performed and described in this section of the report.
Six Levels of Service are defined for analysis purposes. They are assigned letter
designations, from "A" to "F", with LOS "A" representing operating conditions with the
least time delay. LOS “F” is the least desirable operating condition where longer delays
are experienced by motorists.
The standard procedure for capacity analysis of signalized and unsignalized
intersections is outlined in the 2000 Highway Capacity Manual (HCM 2000). Traffic
analysis software, SYNCHRO (Build 614), which is based on procedures and
methodologies contained in the HCM 2000, was used to analyze operating conditions at
study area intersections. The procedure yields a Level of Service (LOS) based on the
HCM 2000 as an indicator of how well intersections operate.
Existing operating conditions are documented in the field and modeled using traffic
analysis software. The traffic analysis models are calibrated based on the actual field
observations.
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TABLE 3 – INTERSECTION CAPACITY ANALYSIS RESULTS
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
INTERSECTION AM PM
Route 96/Taughannock Park Rd-Rabbit Run Rd
Eastbound – Rabbit Run Road B C
Westbound – Taughannock Park Road B B
Northbound – Route 96 A A
Southbound – Route 96 A A
Route 96/Jacksonville Road
Eastbound – Jacksonville Road B C
Westbound – Jacksonville Road B C
Northbound – Route 96 A A
Southbound – Route 96 A A
Route 96/Perry City Road
Eastbound – Perry City Road C B
Westbound – Perry City Road C C
Northbound – Route 96 A A
Southbound – Route 96 A A
Route 96/Cayuga Medical Center-Overlook
Eastbound - Overlook B A
Westbound – Cayuga Medical Center C C
Northbound – Route 96 A A
Southbound – Route 96 A A
Overall LOS/Delay in sec/veh A (5.9)B (11.8)
Route 96/Route 89
Eastbound – Route 96 C B
Westbound – Route 96 B B
Northbound – Route 89 C D
Southbound – Route 89 B C
Overall LOS/Delay in sec/veh C (20.2)C (20.1)
A review of both AM and PM capacity analysis results indicates that all of the study
intersections are currently operating at levels of service equal to or better than average
capacity levels (LOS “C”) with the exception of the Route 96/Route 89 intersection
during the PM peak hour. This intersection is currently operating at LOS “D” on the
northbound (Route 89) approach during the PM peak hour. It is noted that the level of
service results for the AM peak hour are not reflective of actual operating conditions at
this intersection. The travel time surveys and video indicate that the eastbound Route 96
approach is significantly delayed during the AM peak hour due to queuing from the
Fulton Street intersection. This will be investigated in greater detail to calibrate the
model to more accurately replicate actual conditions.
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3.4.Access Density
Table 4 provides detailed information concerning access density and driveway spacing
throughout the study area. Access density is defined as the number of driveways per mile and
is calculated for each direction of travel and the corresponding side streets/driveways on the
side of the highway to the driver’s right. Generally, as driveway density increases and/or
average driveway spacing decreases, the potential for collisions also increases. The average
driveway spacing and driveways density are important considerations when planning for
future development and driveway locations. This information may be used to evaluate the
impacts of access density on travel time and operations under future development scenarios.
TABLE 4 – ACCESS DENSITY DATA
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
SEGMENT
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NB – Fulton St to Route 89 475 8,675 2 22 1,164
NB – Route 89 to Cayuga Medical Center 12,479 6,100 60 25 556
NB – Cayuga Medical Center to Perry City
Road 18,803 4,600 64 18 336
NB – Perry City Road to Jacksonville Road 6,839 3,670 21 16 288
NB – Jacksonville Rd to Taughannock Park Rd 10,071 3,350 18 9 203
NB – Taughannok Park Rd to South Village
Line 3,628 3,700 3 4 110
SB – S. Village Line to Taughannock Park Rd 3,628 3,800 9 13 140
SB – Taughannock Park Rd to Jacksonville Rd 10,071 2,700 29 15 293
SB – Jacksonville Road Perry to City Road 6,839 2,800 17 13 291
SB – Perry City Road to Cayuga Medical
Center 18,803 4,500 64 18 418
SB – Cayuga Medical Center to Route 89 12,479 6,700 42 18 324
SB – Route 89 to Fulton St 475 10,000 2 22 422
3.5.Travel Time Surveys
Travel time data (i.e. time to travel the length of the corridor including delays related to
driveways and intersections) was collected for both the northbound and southbound directions
along Route 96 and 89. The boundaries of the Route 96 corridor include the Village of
Trumansburg south boundary limit to the north and North Fulton Street (NYS Route 13) to the
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south and the Route 89 corridor include Gorge Road to the north and West Buffalo Street to the
south.
The data collection occurred on Wednesday, March 12, 2008, and Thursday, March 13, 2008 on
Route 96 and on Monday, April 21, 2008 and Tuesday, April 22, 2008 on Route 89, between
7:00am - 9:00am and 4:00pm - 6:00pm capturing both the AM and PM peak commuter time
periods. Two vehicles were used each with a GPS device mounted on the front dash of the car
in order to have an unobstructed sky view to obtain GPS satellite acquisition.
Bi-directional data were collected as the vehicles started their travel at opposite ends of the
corridor and ran continuous loops throughout each 2-hour period. Each driver was instructed
to either match the flow of traffic or follow the posted speed limit; passing of vehicles did not
occur. The number of travel runs per direction is dependent upon the amount of delay incurred.
Table 5 summarizes the total number of travel runs per direction for both corridors.
TABLE 5 – NUMBER OF TRAVEL TIME RUNS
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
AM Peak PM Peak
NB SB NB SB
11 9 8 6
3.5.1.Methodology
The GPS receiver used for this travel-time study is a custom-made Pocket Track Pro GPS
receiver from Brickhouse Security. This unit has data logging capabilities that can store
up to 100 hours of motion data. Each record stores time, latitude, longitude, and speed.
The downloaded data from the Mini GPS Tracker can then be displayed over US Street
Maps, Google Earth or using an excel format which can then be extracted to different
formats allowing for compatibility with many mapping programs such as TransCAD or
ArcGIS. The raw data files also contain information regarding acceleration and
deceleration patterns, control delay, and stop delay.
3.5.2.Corridor Performance Profile Analysis
Time-distance diagrams were plotted in both directions for the AM and PM peak
hours. These diagrams graphically show where and when a vehicle stops and starts and
also depicts speed as indicated by the slope of the line between the start and stop points
(e.g. a flat line (slope = 0) indicates no distance traveled, or a vehicle stopped in queue).
Locating these critical points accurately is essential for computing various performance
measures like traffic delay, stop delay, running speed, and average speed.
This study resulted in the compilation of 8 graphs (figures) (2 per direction, 2 per study
period and 2 study corridors). Each graph displays runs made during the 2-hour period.
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Some runs were intentionally omitted from the plot to avoid many overlapping lines.
“Free-flow” time/speed is calculated based on the actual speed limit and the segment
length. Free-flow time/speed is the baseline comparison for all the other runs depicted
on the graph. The peak run is the run that took the longest, with two exceptions as noted
on the graphs and in the text.
Table 6 summarizes the findings based on these corridor performance profiles.
TABLE 6 – SUMMARY OF TRAVEL TIME RESULTS
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
Route 96: segment length = 9.8 miles
Northbound Southbound
AM (Fig 1)PM (Fig 3)AM (Fig 2)PM (Fig 4)
Free-
Flow Peak Diff.Free-
Flow Peak Diff.Free-
Flow Peak Diff.Free-
Flow Peak Diff
.
Time of Day of
Run 7:11 n/a 4:10 n/a 7:49 n/a 4:47 n/a
Travel Time†
(min)12.5 14.3 1.8 12.5 13.3 0.8 12.5 17.1 4.6 12.5 13.7 1.2
Travel Speed
(mph)47.0 41.1 -5.9 47.0 44.2 -2.8 47.0 34.3 -12.7 47.0 42.9 -4.1
Route 89: segment length = 8.8 miles
Northbound Southbound
AM (Fig
1)PM (Fig 3)AM (Fig 2)PM (Fig 4)
Free-
Flow Peak Diff.Free-
Flow Peak Diff.Free-
Flow Peak Diff.Free-
Flow Peak Diff.
Time of Day of
Run 7:22 n/a 4:08 n/a 7:38 n/a 4:28 n/a
Travel Time†
(min)11.35 11.7 0.35 11.35 13.0 1.65 11.35 13.7 2.35 11.35 12.3 0.95
Travel Speed
(mph)46.6 45.2 -1.4 46.6 40.7 -5.9 46.6 38.6 -8.0 46.6 43.0 -3.6
† Travel time is the time it takes to traverse the corridor.
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3.5.3.Summary of Travel Time Findings
Northbound on Route 96
Northbound on Route 96 is the peak flow direction during the PM commuter time
period. However, the data shows very little congestion or delay during either AM or PM
peak time periods.
During the AM peak time period, the data show a difference of approximately 1.8
minutes of delay between the free-flow travel time and the most congested run at 7:11
AM. This equates to a difference in average running speed of 5.9 mph (47 mph free-flow
vs. 41.1 mph peak travel).The most significant area of congestion is located between
Bundy Road and Route 89 based on review of the graph (Figure 1).
Route 96 northbound during the PM study time (4pm - 6pm) (Figure 3) experiences a
difference of 0.8 min and 2.8 mph between free-flow and peak travel conditions. The
shaded areas, or areas of congestion, appear to be mostly related to the Hospital/West
Hill Drive intersection.
Southbound on Route 96
The southbound direction peak flow occurs during the morning commuter peak travel
period (Figure 2). The data show the majority of the congestion and delay occurring at
the Route 96/Route 89 intersection. There is a difference of approximately 4.6 minutes of
delay between the free flow travel time and the run that depicts the most congested
conditions at 7:49 AM. This equates to a difference in average running speed of 12.7 mph
(47 mph off-peak vs. 34.3 mph peak travel). The difference in corridor travel time
between the shortest and longest runs is a combination of delay and congestion at Route
89 as well as minor delays at the Hospital/West Hill Drive intersection. The final graph
in Appendix 7 is a close up view of the southbound AM condition in the vicinity of
Route 89 and Fulton Street. This graph shows the delay incurred at this location during
the morning commuter period.
Route 96 southbound during the PM study time (Figure 4) demonstrates a difference
between off-peak and peak travel conditions of 1.2 min and 4.1 mph. The most
significant area of delay is between the Hospital/West Hill and Route 89 intersections.
There is very little delay on Route 96 as one travels southbound during the PM peak.
Northbound on Route 89
Northbound on Route 89 is the peak flow direction during the PM commuter time
period. However, the data shows very little congestion or delay during either AM or PM
peak time periods.
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During the AM peak time period, the data show a difference of approximately 0.35
minutes of delay between the free-flow travel time and the most congested run at 7:22
AM. This equates to a difference in average running speed of 1.4 mph (46.6 mph free-
flow vs. 45.2 mph peak travel) (Appendix 8).
Route 89 northbound during the PM study time (4pm - 6pm) experiences a difference of
1.65 min and 5.9 mph between free-flow and peak travel conditions.
Southbound on Route 89
The southbound direction peak flow occurs during the morning commuter peak travel
period (Appendix 8). The data show the majority of the congestion and delay occurring
at the Route 96/Route 89 intersection. There is a difference of approximately 2.35
minutes of delay between the free flow travel time and the run that depicts the most
congested conditions at 7:38 AM. This equates to a difference in average running speed
of 8 mph (46.6 mph off-peak vs. 38.6 mph peak travel).
Route 89 southbound during the PM study time (Appendix 8) demonstrates a difference
between off-peak and peak travel conditions of 0.95 min and 3.6 mph. There is very little
delay on Route 89 as one travels southbound during the PM peak.
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4.0 RESIDENTIAL COMMUNITY SURVEY ANALYSIS
4.1.Introduction
During February and March 2008, the Tompkins County Planning Department conducted a
community survey to identify what makes the Route 96 corridor a desirable place to live, what
makes it less than ideal, and what concerns residents have about future growth and
development. This survey is one part of the Route 96 Corridor Management Study planning
process and will assist in defining a preferred development pattern for the corridor.
The survey was divided into four main categories that addressed general livability issues,
destinations and access, public transportation, and safety and traffic. The survey also afforded
respondents with an opportunity to provide general comments regarding the Route 96 corridor
and submit demographic information. .
Of the 592 surveys distributed to corridor residents, approximately 174 surveys were completed
and returned to the Tompkins County Planning Department by the deadline date and 34 were
returned with no known address or because of vacancy. Removing the latter 34 surveys from
consideration, 558 actually reached corridor residents, resulting in a return rate of
approximately 31 percent. Of the returned surveys, 33 percent were from residents of the Town
of Ulysses, 49 percent were from residents of the Town of Ithaca, and 18 percent were from
residents of the City of Ithaca.
FIGURE 2 – BREAKDOWN OF SURVEY REPSONDERS FROM EACH COMMUNITY
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
When reviewing the summary of the survey findings, it is important to keep in mind that, while
a majority of the surveys returned were completed in full, several were only partially
completed. As such, the number of responses may vary for some questions. A copy of the
original survey can be found in Appendix 2.
33.1%
18.3%
48.6%
Town of Ulysses
City of Ithaca
Town of Ithaca
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4.2.General Questions
The questions in this section of the survey addressed the general benefits of living along the
Route 96 corridor, as well as residents’ perceptions of issues associated with residing along the
corridor.
QUESTION A:
WHAT DO YOU LIKE MOST ABOUT LIVING ALONG THE ROUTE 96 CORRIDOR?
Respondents were asked to identify those characteristics of the Route 96 corridor that make it
an enjoyable place to live based on the following options:
x Convenience to area destinations;
x Living on a state highway;
x Rural character of West Hill;
x Scenic views;
x Neighbors;
x Access to businesses on Route 96; and
x Other.
Based on the results of the survey, the majority of respondents indicated that convenience to
area destinations (74.1 percent), scenic views (58.0 percent), and the rural character of West Hill
(46.0 percent) as the characteristics that make the Route 96 corridor an enjoyable place to live.
The response rates for all options is indicated in the chart below:
FIGURE 3 – HIGHEST RATED ATTRIBUTES
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
Corridor Characteristics Percent of
Respondents
Convenience to area destinations 74.1%
Living on a state highway 10.9%
Scenic views 58.0%
Rural character of West Hill 46.0%
Neighbors 24.7%
Access to businesses on Route 96 13.2%
Other 17.8%
While convenience to area destinations was ranked highest by each of the three communities,
ranking of the remaining characteristics varied by location. Respondents from the Town of
Ithaca, for example, more frequently indicated that scenic views make the corridor an enjoyable
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place to live (68.2 percent) versus residents of the Town of Ulysses who rated scenic views at
43.1 percent.
QUESTION B:
HOW IMPORTANT ARE THE FOLLOWING ISSUES ON ROUTE 96?
Respondents were asked to rank the following issues as very important, somewhat important,
somewhat unimportant, not important, or not an issue:
x Too much traffic when commuting into the City of Ithaca;
x Too much traffic when commuting out of the City of Ithaca;
x Difficult to access the corridor from driveways;
x Difficult to access the corridor from non-signalized intersections;
x Vehicles making left-hand turns off Route 96 cause delays and/or safety hazards;
x Parking along Route 96;
x No designated lanes for bicycles;
x No sidewalks for pedestrians;
x Difficult for pedestrians to cross the road;
x Air pollution;
x Speeding;
x Truck traffic;
x Train crossing in the City of Ithaca; and
x Other.
FIGURE 4 – RATING OF ISSUES ALONG CORRIDOR
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
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Based on the results of the survey, the five most important issues along the Route 96 corridor
are listed below (the combined percentage for each issue is noted and is derived from the
number of respondents who identified the issue as very important or somewhat important).
The five most critical issues along the corridor, as rated by survey responders, are:
1.Too much traffic when commuting into the City of Ithaca (78.7 percent)
2.Truck traffic (78.2 percent)
3.Speeding (75.3 percent)
4.Too much traffic when commuting out of the City of Ithaca (70.7 percent)
5.Noise (66.7 percent)
Four of the top five issues also received the fewest responses as being not important or not an
issue – too much traffic when commuting into the City of Ithaca (10.9 percent), truck traffic (5.2
percent), speeding (12.1 percent), and noise (9.8 percent).
The issue of parking along Route 96 received the lowest ranking in the very important or
somewhat important categories (29.9 percent), as well as the highest ranking in the somewhat
unimportant, not important, and not an issue categories (50.6 percent).
A breakdown of responses for each of these 14 issues can be found in the charts below and on
the following pages.
FIGURE 5 – BREAKDOWN OF ALL RESPONSES
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
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Several differences were noted for specific issues when comparing responses from each of the
three communities within the study area. Respondents from the Town of Ithaca indicated with
much higher frequency that the lack of sidewalks (71.8 percent) and the difficulty for
pedestrians crossing the road (71.8 percent) is a very important or somewhat important issue
when compared with all respondents, as well as those from the Town of Ulysses and the City of
Ithaca.
Respondents from the City of Ithaca, however, indicated much less concern for vehicles making
left-hand turns off Route 96 – only 45.2 percent thought that this is a very important or
somewhat important problem, compared with 63.2 percent of all respondents. Additionally,
City of Ithaca respondents were more concerned with air pollution (67.7 percent) than were
respondents from the Town of Ulysses (44.8 percent) or the Town of Ithaca (37.6 percent).
Town of Ulysses respondents were more likely to indicate that the following issues are
somewhat unimportant, not important, or not an issue than were respondents from the other
two communities:
x Difficult to access the corridor from driveways (37.9 percent);
x Difficult to access the corridor from non-signalized intersections ((37.9 percent);
x No sidewalks for pedestrians (37.9 percent);
x Difficult for pedestrians to cross the road (34.5 percent); and
x Air pollution (44.8 percent).
4.3.Destinations and Access
The questions in this section of the survey focused on existing and future travel patterns along
the Route 96 corridor.
QUESTION C:
WHAT ARE THE THREE MOST COMMON DESTINATIONS ON ROUTE 96 AND HOW
DO YOU TYPICALLY TRAVEL TO THESE DESTINATIONS?
Corridor residents were asked to select their three most common destinations from the
following list:
x Village of Trumansburg;
x Hamlet of Jacksonville;
x Cayuga Medical Center;
x Downtown Ithaca;
x Grocery/convenience store along corridor;
x Taughannock Falls Park;
x Non-grocery business along corridor; or
x Other.
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In addition to providing destination information, the survey also requested that the preferred
mode of transportation be identified for each of the destinations.
FIGURE 6 – COMMON DESTINATIONS / CURRENT MODE OF TRANSPORTATION
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
Destination Bike Walk TCAT
Bus Carpool Drive
Village of Trumansburg 0.6%0.0%3.4%1.1%48.3%
Hamlet of Jacksonville 0.6%2.3%0.6%0.6%23.0%
Cayuga Medical Center 0.6%4.6%3.4%0.6%46.0%
Downtown Ithaca 1.7%3.4%10.3%1.1%80.5%
Grocery/convenience store along corridor 0.6%2.3%1.1%0.6%40.8%
Taughannock Falls State Park 1.7%0.6%0.6%2.3%29.3%
Non-grocery business along corridor 0.6%1.7%0.6%0.6%17.8%
Other:0.6%2.3%2.3%2.3%23.0%
The single most common destination for all respondents was downtown Ithaca (97.1 percent),
with the Cayuga Medical Center (55.2 percent) and the Village of Trumansburg (53.4 percent)
also being identified as common destinations.
Of the six modal choices provided in the survey, the respondents overwhelmingly selected
driving as the preferred choice. It should be noted that many respondents provided more than
the three most common travel destinations and an associated mode of transportation. Most of
these additional responses indicated that driving was the preferred mode for all destinations.
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QUESTION D:
IF CONDITIONS WERE IDEAL, HOW WOULD YOU MOST LIKE TO TRAVEL TO ANY
OF THESE DESTINATIONS ON ROUTE 96?
Question D is very similar to Question C, except that respondents were allowed to select any
number of destinations and were not limited to only three. The questions were intended to see
if residents would change their travel patterns from what they currently are, in an ideal
situation.
FIGURE 7 – COMMON DESTINATIONS / PREFERRED MODE OF TRANSPORTATION
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
Destination Bike Walk TCAT
Bus Carpool Drive
Village of Trumansburg 6.3%3.4%12.1%2.3%46.0%
Hamlet of Jacksonville 5.2%6.3%6.9%0.6%34.5%
Cayuga Medical Center 3.4%14.4%12.1%1.7%47.1%
Downtown Ithaca 12.1%6.9%27.0%2.3%55.7%
Grocery/convenience store along corridor 4.0%12.6%9.2%1.1%47.1%
Taughannock Falls State Park 11.5%2.9%10.3%1.1%46.6%
Non-grocery business along corridor 4.0%6.9%9.2%1.1%33.9%
Other:2.9%2.3%5.2%0.6%16.1%
The change in responses from Question C is notable. One key figure is that the number of
respondents selecting bike as a preferred mode of transportation increased by more than 600
percent, the number of respondents selecting walk as a preferred mode increased by more than
200 percent, and the number of respondents selecting TCAT as a preferred mode increased by
more than 300 percent.
While the number of respondents selecting TCAT as a preferred mode increased for the entire
corridor, the rate of increase varied by community. The highest rate of increase occurred for the
City of Ithaca (from 1 to 30 responses), followed by the Town of Ulysses (from 7 to 38
responses), and the Town of Ithaca (from 31 to 92 responses).
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4.4.Public Transportation
The purpose of this section of the survey was to ascertain the level of public transportation use
along the Route 96 corridor, as well as to solicit information regarding the perception of
Tompkins Consolidated Area Transit (TCAT) bus service along the corridor.
QUESTION E:
DO YOU CURRENTLY UTILIZE TCAT BUS SERVICE ALONG THE ROUTE 96
CORRIDOR? IF SO, HOW FREQUENTLY?
Residents were asked to identify whether they currently use TCAT bus service and, if so,
whether they use the service daily, weekly, monthly, or annually.
Based on the results of the survey, approximately 68 percent of respondents indicated that they
do not currently use TCAT bus service (this rate jumps to 78 percent when looking only at
responses from residents of the Town of Ulysses). Approximately 7.5 percent of respondents
are daily users of the bus service, 2.9 percent are weekly users, 8.0 percent are monthly users,
and 7.5 percent use the bus at least once annually.
Specific to each community, the respondents from the Town of Ithaca indicated the highest rate
of TCAT usage (34.1 percent), followed by respondents from the City of Ithaca (32.3 percent)
and the Town of Ulysses (20.7 percent).
FIGURE 8 – BUS SERVICE USAGE
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
67.8%
7.5%
2.9%
8.0%
7.5%
No
Daily
Weekly
Monthly
Annually
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QUESTION F:
WHAT DO YOU THINK OF TCAT BUS SERVICE ALONG THE ROUTE 96 CORRIDOR?
Respondents were asked to identify which of the following characteristics applied to TCAT bus
service along the Route 96 corridor:
x Is very efficient;
x Is easily accessible;
x Needs more regularly scheduled service
x Needs to be better connected with park-and-ride lots;
x Needs to have enhanced stops with amenities such as bike racks; and
x Creates traffic problems when picking up/dropping off.
The two characteristics receiving the most (and same) number of responses were that bus
services needs more regularly scheduled service (40.2 percent) and that bus service is easily
accessible (40.2 percent). That the existing bus service is very efficient received the next highest
number of responses (25.3 percent). It must be noted, however, that many of those respondents
indicating that TCAT bus service is easily accessible or very efficient also indicated that they do
not use this service. This indicates non-users have the perception that bus service is efficient,
while those riding the bus have less of an inclination to make that statement.
FIGURE 9 – RATING OF TCAT BUS SERVICE
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
Reviewing results by the location of residence for each respondent revealed several interesting
trends. First, respondents from the City of Ithaca indicated at a much lower rate that TCAT
service creates traffic problems (9.7 percent) than did respondents from either the Town of
Ulysses (20.7 percent) or the Town of Ithaca (21.2 percent).
25.3%
40.2%
40.2%
16.1%
13.8%
19.0%
0.0%5.0%10.0%15.0%20.0%25.0%30.0%35.0%40.0%45.0%
is very efficient
is easily accessible
needs more regularly scheduled
service
needs to be better connected with
park-and-ride lots
needs to have enhanced stops with
amenities such as bike racks
creates traffic problems when
picking up/dropping off
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Regarding accessibility and efficiency, only 29.0 percent of City of Ithaca respondents thought
that TCAT service is easily accessible, compared to 51.7 percent and 36.5 percent of Town of
Ulysses and Town of Ithaca respondents, respectively. Similarly, City of Ithaca respondents
indicated at a much lower rate that TCAT service is very efficient (12.9 percent) when compared
with respondents from the Town of Ulysses (37.9 percent) and the Town of Ithaca (21.2 percent).
4.5.Safety and Traffic
The questions in this section of the survey focused on traffic safety and congestion along the
Route 96 corridor.
QUESTION G:
INDICATE WHETHER YOU PERCEIVE SAFETY PROBLEMS ALONG THE CORRIDOR?
Corridor residents were asked to rate the following safety issues as being a serious problem,
moderate problem, minor problem, or not a problem:
x Bicycles use the road;
x Pedestrians attempt to cross the road;
x Pedestrians walk along the road;
x TCAT buses make stops;
x School buses make stops;
x Cars attempt to access the road from driveways;
x Cars attempt to access the road from intersections
x Cars make right-hand turns while exiting the roadway; and
x Cars make left-hand turns while exiting the roadway.
Based on the results of the survey, the three most important safety and traffic problems along
the Route 96 corridor are listed below (the combined percentage for each issue is noted after
each issue and is derived from the number of respondents who identified the issue as a serious
problem or a moderate problem).
1.Bicycles use the road (67.8 percent);
2.Cars attempt to access the road from driveways (62.6 percent); and
3.Cars make left hand turns while exiting the roadway (61.5 percent).
Figure 10 on the following page shows how each potential safety issue was rated by all
respondents.
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FIGURE 10 – SAFETY ISSUES ALONG THE CORRIDOR
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
The problem of TCAT buses making stops received the lowest ranking in the serious problem or
moderate problem categories (23.0 percent), as well as the highest ranking in the somewhat
unimportant, not important, and not an issue categories (58.6 percent). School buses making
stops along the corridor received the next lowest number of serious problem or moderate
problem responses (28.2 percent)
Although “cars attempting to access the road from driveways” was rated the second most
important issue when considering all respondents (62.6 percent), only 51.6 percent of City of
Ithaca respondents and 51.7 percent of Town of Ulysses respondents considered this a serious
or moderate problem. Additionally, only 45.2 percent of City of Ithaca respondents consider
cars making left-hand turns while exiting the roadway to be a serious or moderate problem,
compared with 61.5 percent of all respondents.
27.6%
33.9%
17.8%
6.9%
8.0%
21.8%
30.5%
23.6%
17.2%
32.2%
21.3%12.1%
32.8%
29.9%14.4%
8.0%
8.6%19.5%
21.8%32.8%
8.0%14.9%
29.3%
29.3%
25.9%25.9%
21.3%14.4%
29.3%
23.0%21.3%12.1%
33.9%
33.9%16.7%
6.3%
0.0%5.0%10.0%15.0%20.0%25.0%30.0%35.0%40.0%45.0%
cars make left-hand turns
while exiting the roadway
cars make right-hand turns
while exiting the roadway
cars attempt to access the
road from intersections
cars attempt to access the
road from driveways
school buses make stops
TCAT buses make stops
pedestrians walk along the
road
pedestrians attempt to cross
the road
bicycles use the road
Not a Problem
Minor Problem
Moderate Problem
Serious Problem
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QUESTION H:
ARE THERE VEHICLE CONGESTION PROBLEMS ALONG THE CORRIDOR? IF YES,
PLEASE IDENTIFY WHERE YOU ENCOUNTER CONGESTION AND WHAT TIME OF
DAY.
Almost 84 percent of all respondents indicated that vehicle congestion problems exist along the
Route 96 corridor. This rate did not vary considerably across the three communities.
FIGURE 11 – VEHICLE CONGESTION PROBLEMS
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
Corridor residents were also provided the opportunity to identify where along Route 96 they
encounter congestion, as well as during what time of day (i.e., AM rush hour, PM rush hour,
both AM and PM rush hours, and off-peak time). Figure 12 on the following page graphically
identifies the results of that question.
Respondents indicated that congestion is most often encountered in the City of Ithaca during
both the AM and PM rush hours (53.4 percent). Additionally, congestion during both the AM
and PM rush hours in the Town of Ithaca and all along Route 96 is encountered by respondents
(34.5 percent and 24.1 percent, respectively).
Both Jacksonville and Trumansburg received the fewest responses concerning whether
congestion was encountered.
Comparing responses across the three communities yielded interesting results, specifically for
the “both AM and PM rush hours” selection.
x Respondents from the City of Ithaca indicated that congestion occurs in the City of
Ithaca at a higher rate (61.3 percent) than respondents from either the Town of Ulysses
(46.6 percent) or from the Town of Ithaca (55.3 percent).
x Respondents from the Town of Ithaca indicated that congestion occurs in the Town of
Ithaca at a higher rate (42.4 percent) than respondents from either the Town of Ulysses
(29.3 percent) or from the City of Ithaca (22.6 percent).
83.9%
11.5%
Yes
No
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x Respondents from the Town of Ulysses indicated that congestion occurs in the Town of
Ulysses (i.e., Trumansburg and Jacksonville) at a higher rate (29.3 percent) than
respondents from either the Town of Ithaca (2.4 percent) or from the City of Ithaca (0.0
percent).
FIGURE 12 – VEHICLE CONGESTION PROBLEMS
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
8.6%
53.4%
22.4%
35.1%
1.7%
34.5%
9.8%
16.1%
0.6%
4.0%
2.3%2.3%1.7%
6.9%
3.4%
4.0%
1.1%
24.1%
6.3%
9.2%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
in the City of
Ithaca
in the Town of
Ithaca
in Jacksonville in Trumansburg all along Route
96
Off-Peak Time
Both AM and PM
Rush Hours
PM Rush Hour
AM Rush Hour
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QUESTION I:
IF YOU DO EXPERIENCE CONGESTION TRAVELING ON ROUTE 96, HOW WOULD
YOU RATE THIS PROBLEM?
In addition to identifying the time and location of congestion along the corridor, respondents
were also asked to rate the level of congestion as a serious problem, minor inconvenience, or
somewhere in between. Only 23 percent of the respondents identified congestion a serious
problem, with 30 percent citing it as a minor convenience. The majority of responders (38.2%)
stated traffic congestion was not a serious problem, nor a minor inconvenience, but somewhere
in between.
The responses did not vary much by community, although respondents from the Town of
Ulysses indicated that congestion is not a serious problem at a higher rate (77.6 percent) than
did respondents from either the Town of Ithaca (63.1 percent) or the City of Ithaca (64.5
percent).
FIGURE 13 – LEVEL OF CONGESTION PROBLEMS
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
23.1%
30.1%
38.2%
8.7%
serious problem
minor inconvenience
somewhere in between
no comment
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4.6.Respondent Information
The purpose of the questions in this section was to provide insight into the demographics of
respondents; this information is useful when evaluating and considering the survey responses.
More specifically, the survey asked residents to provide their location of residence (by
municipality), length of residence, and age. A summary of the demographic profile of survey
respondents is provided below.
The majority of respondents indicated that they were between the ages of 36 and 64 (60.0
percent), with those under the age of 36 comprising 18.6 percent of respondents and those over
the age of 64 comprising 18.3 percent.
FIGURE 14 – AGE BREAKDOWN OF SURVEY REPSONDERS
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
The City of Ithaca realized the largest number of respondents over the age of 65 at 27.3 percent,
compared to 17.5 percent for the Town of Ulysses and 15.3 percent for the Town of Ithaca. Of
additional note is the 26 to 35 age bracket – 18.8 percent of respondents from the Town of Ithaca
comprise this bracket, whereas only 5.3 percent of Town of Ulysses respondents are between
the age of 26 and 35. Approximately 12 percent of respondents from the City of Ithaca indicated
that they are between the age of 26 and 35.
Respondents were also asked how long they have resided on the corridor. Figure 15 on the
following page shows the breakdown of the results, with more than one quarter of the residents
living on the corridor for over twenty years.
5.7%
13.1%
22.3%
37.7%
18.3%
under 25
26 to 35
36 to 50
51 to 64
65 and over
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FIGURE 15 – LENGTH OF RESIDENCY
Route 96 Corridor: Town of Ulysses, Town of Ithaca, City of Ithaca
Interestingly, 38.0 percent of respondents have lived along the corridor for five years or less,
while approximately one-third (34.4 percent) of all respondents indicated that they have lived
on the corridor for more than 15 years. The significance of newcomers responding so strongly
may represent the fact that the issues facing Route 96 traffic and growth are keenly felt even by
those who have only resided for a short while on the Corridor. The large number of
respondents who are long-term corridor residents give voice to the changes that have occurred
over the past two decades.
Several differences arise when comparing community-specific responses. A large number of
respondents (17.6%) from the Town of Ithaca have lived on the corridor less than 1 year,
compared to 1.7 percent of Town of Ulysses residents and 3.2 percent of City of Ithaca
respondents. Additionally, while approximately one-third of all respondents have resided along
the corridor for more than 15 years, nearly half (46.5 percent) of respondent from the Town of
Ulysses indicated a length of residency greater than 15 years, suggesting a stable population in
this Town.
9.8%
28.2%
16.7%
7.5%
5.7%
28.7%
under 1 year
1 to 5 years
5 to 10 years
10 to 15 years
15 to 20 years
more than 20 years
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5.0 APPENDICES
The following Appendices are included in Technical Report #1:
Appendix 1 - Community Survey Write-In Responses
Appendix 2 - Community Survey Questionnaire
Appendix 3 - Windshield Survey Images
Appendix 4 - Focus Group Invitation
Appendix 5 – Focus Group Summaries
Appendix 6 – Stakeholder Interview Summaries
Appendix 7 - Corridor Performance Profiles, Route 96
Appendix 8 - Corridor Performance Profiles, Route 89
Appendix 9 - Traffic Analysis Zones
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APPENDIX 1 – COMMUNITY SURVEY WRITE-IN RESPONSES
The following responses were provided by survey respondents in Question J of the Residential
Community Survey.
What would make the Route 96 corridor a better place to live?
City of Ithaca Write-In Responses
x Limit further development.
x Not allow reduction along bridge for walking trail.
x Increase width of Cliff Street.
x Less truck traffic.
x Less speeding by all vehicles in general.
x Fewer large trucks.
x Sidewalks.
x Slower speeds in residential areas.
x Retail opportunities near Cayuga Medical Center.
x It is very difficult to take TCAT going towards Ithaca because on the west side of Cliff Street
there are no regular stops and no bus shelters.
x It is increasingly difficult to exit my driveway safely. Maybe put in a few lights so there are
breaks in traffic flow.
x Enforce speed limit regularly and truck noise limits. Stop big trucks from using shortcuts to
avoid 81 and Thruway.
x Bike lanes.
x Cars driving slower.
x Crosswalks and perhaps speed bumps.
x Roadside gardens.
x Buffalo Street interesting – noise, traffic, train noise, fire trucks, ambulances.
x Manholes not level with street.
x City bus should have a stop sign to let people cross the street when they get off the bus.
x More sign posts saying “school crossing” or “slow down” or “hidden driveways” could be
posted.
x Traffic seems to be increasing.
x Quit building housing developments.
x Lower property taxes.
x Cliff Street has been rehabilitated so that portion of Route 96 is a better place to live.
x It is imperative to no longer allow truck traffic on 96.
x Some homes have mailboxes across the street from their homes and have to cross the road to
get their mail. It is unsafe and speed limits must be strictly enforced on 96 for all traffic.
x Trucks should be restricted to local deliveries only.
x Speed bumps needed upon entering the City to slow people down.
x Since sidewalk is only on one side of the street there needs to be pedestrian right of way
signs and crosswalk areas so traffic stops.
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x New railroad lights going east and west.
x An overpass would keep emergency vehicles and people needing help united at all times.
x If present booms cannot hold railroad lights we need to have stronger booms that can for
the safety of all people.
x More police presence / remote radar detectors / speed traps.
x People speeding on bridge out of Ithaca is very serious.
x Speed control for cars and trucks.
x Highway is way over traveled – traffic needs to be diverted.
x More police issuing speeding tickets on Route 96 in City.
x Re-route trucks around Ithaca completely.
x Recognize that West Hill is a neighborhood, not a mass of formless sprawl.
x Park and ride lots are not a traffic solution for people living in the City.
x The busses are efficient. Run more of them.
x Don’t suggest a one size fits all solution. The lack of alternatives is the enemy, not personal
cars.
x Road would be nicer if homes were better cared for and litter was picked up.
x 18-wheeler should use alternative routes. Trucks damage the roads.
x No huge tractor trailers – they make our windows rattle. Bigger trucks also knock over
mailboxes.
x Speed limit from the octopus to the hospital is rarely enforced.
x Need to do something about the huge increase in truck traffic. It has hurt the quality of life
and value of homes.
x West Hill is viewed by the City as the other side of the tracks. All low income developments
are going here. Thousands new residents and cars are going through once quiet
neighborhoods. Does Ithaca need new housing with all the unoccupied housing it already
has? It is really discouraging.
x TCAT busses are overscheduled and underused.
x Why not use smaller busses like GADABOUTS?
x Closing a lane on bridge for Phase II of the trail would be a disaster and impacts properties
along the inlet. Redesign the trail or drop it entirely.
x The construction this fall was inconvenient but made getting in and out of home much
easier.
x Anything to reduce the volume of traffic is helpful but that just makes it someone else’s
problem.
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What would make the Route 96 corridor a better place to live?
Town of Ithaca Write-In Responses
x Fewer trucks.
x Slower speeds.
x Drivers following the rules of the road.
x Another bridge accessing West Hill and hospital.
x Trains go by other than at rush hour.
x Less traffic though I know there is not much that can be done about that.
x A sidewalk from hospital to downtown. It is now dangerous to walk along the road.
x Fewer large trucks. Increased traffic has caused cracks in our ceilings and walls.
x Widen the road if possible to make turning off corridor easier. Also have green arrow at
lighted intersections.
x Two lanes past Trumansburg in some of those outskirt towns. Many people travel way less
than 55 MPH.
x Do not allow trains to pass through town during rush hours. Traffic backs up in both
directions.
x Create two outbound and inbound lanes over bridge at inlet. Turning lane into Cass Park is
not necessary.
x Traffic light at Meadow and Clinton should be green longer.
x Add sidewalks to walk to town and being able to ride bike on walks instead of shoulder
(which is dangerous).
x I see a lot of bikers riding down Route 96 and it would be great if a sidewalk was added.
x More TCAT drivers coming up to Trumansburg later at night.
x Grocery store – nothing between downtown and Trumansburg. There are at least 100 people
without vehicles and it is hard to transport items on TCAT.
x People need to be nicer to each other, get up earlier, and leave plenty of time for travel.
x Install more traffic lights?
x Proper sidewalks.
x Street lights at areas that are dark where people are walking.
x Areas to pull over when there are emergency vehicles that need to pass.
x Bike lane.
x Town speed limit should be lowered to 40 MPH to make transition to City (30 MPH) easier.
x Say no to those mega-housing projects being planned for in Ithaca.
x Two lanes each way at least to Cayuga Medical Center.
x 24-hour TCAT service.
x Pedestrian and bicycle lanes from Ithaca to Trumansburg.
x Retail from Ithaca to hospital.
x Divert landfill trucking.
x End the siren blowing when ambulances exit hospital.
x Permanently fix the pothole problems.
x Buy properties on Cliff Street and widen road with turn lanes.
x More lanes coming down into Ithaca.
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x One lane coming up the hill.
x Traffic is horrible at Taughannock intersection.
x Widen the road for bicycles and pedestrians.
x Congestion sometimes adds 15 minutes to my 10 minute commute.
x Less noise.
x Decreased traffic on 96!
x Better and more access to downtown.
x Eliminate truck traffic.
x Bike lanes and sidewalks.
x Improved TCAT service.
x Reduced speed limits.
x More frequent bus service. I need to be able to get my medicine and to get to the
supermarket.
x Expanded roadways – there is already congestion in City and more development is
proposed.
x I enjoy the rural character of West Hill and proximity to City.
x Right angle intersection at Hayts and Route 96 / Dubois and 96 – traffic lights needed.
x Preserving more of the open spaces.
x Lower speed limits or better enforcement especially below hospital.
x Provide adequate turn lanes, etc. where development has already occurred.
x Better, longer-running bus service.
x Control increasing light pollution.
x Dangerous to enter and exit driveways due to people passing on the shoulder near my
house.
x Slower speeds in Town of Ithaca.
x Advocate for easier access from 96 to both 79 and 89.
x Bike/pedestrian lanes to make non-vehicular commuting safer.
x Park and ride lots to encourage bus and TCAT commuting.
x A few more intersections with lights/crosswalks to increase safety.
x Actively discourage increase in number of cars and speed by increasing low carbon
emission alternatives.
x Less traffic.
x Less truck traffic.
x Lower speed limit from hospital into Town.
x In the spring, cleaning the road so its safe for other modes of traveling.
x Less empty busses – we do not need more public transportation on this road.
x Big walls to really keep the noise down.
x Channel people from Rochester onto 96, not 89.
x Limit residential expansion in favor of agricultural uses.
x Sidewalks.
x Heavily enforced speed limits.
x No trucks.
x No bicycles.
x No tailgating – ticket these people.
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x Mailboxes on both sides of the road.
x Truck traffic rerouted. Especially large garbage trucks.
x Turning lanes for left turns onto side roads.
x Enforcement of speed limits and no passing zones.
x A shared path from museum down to Cass Park / Black Diamond Trail.
x Route 96/89 intersection needs to be analyzed.
x Bottom of Cliff heading out of town.
x Less traffic and people following the speed limit.
x More traffic enforcement.
x Speeding is a major problem near the hospital.
x Sidewalks would be nice but its too far to walk to anywhere we would go on a regular basis.
x Sidewalk.
x More regular bus service and stops.
x Regular access to TCAT bus with hours to accommodate more people. I work at Cornell and
would love this option is more was available in the evening.
x Bike paths.
x People adhering to the speed limit.
x More and better enforcement of speed limits.
x Bicycle lane.
x Lower speed limit.
x Four lanes in City.
x Improved intersection at Buffalo and Taughannock Boulevard. Left turn only in both
directions.
x Left turn only at Pete’s.
x Left turn at Bundy Road.
x Left turn only lanes at Cayuga Medical Center.
x Left turn only at Perry City Road in both directions.
x More polite drivers.
x Old time residents think we have a traffic problem – not compared to other cities.
x In favor of road proposed between 96 and 89.
x Like University Avenue, there is no way to make 96 better.
x No more housing complexes.
x Strict enforcement of speeders.
x Eliminate jake braking.
x Rid area of Seneca Meadows garbage.
x Coordinate trains so they avoid rush hour traffic.
x Expand Cliff Street bridge over flood control channel.
x Traffic light at 96/Bundy or left lane added.
x Reduce speeds in residential sections.
x No passing zones in residential sections.
x Enforce speed limits.
x Enforce noise limits.
x Sidewalks connection Cliff Street to Cayuga Medical Center.
x Slow cars approaching the City of Ithaca.
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x I catch bus at Bundy and it is very unpleasant to stand there and wait. It feels dangerous
and on rainy days bus-waiters get soaked from passing cars. Why I only take the bus
occasionally.
x Traffic has exploded in last couple of years. A negative in terms on quality of life.
x More lights- difficult to see people at night.
x Sidewalks.
x Places for busses to pull over when picking up and dropping off.
x More frequent bus service.
x Buffalo Street needs repairs desperately.
x Sidewalks, bike path, and street lights.
x Better way to get from driveways and side streets.
x Quieter – fewer sirens and less truck traffic.
x Access from Route 96 from Candlewyck Apartments is dangerous in winter.
x No more construction please.
x Busses until 9 PM.
x Wider lanes, especially through downtown.
x Parking for commuters.
x Light at Bundy Road.
x Safe biking / walking lanes.
x A crackdown on aggressive driving especially people on Buffalo.
x Less traffic.
x No trucks.
x Left turn only land at the Long View and at Bundy Road.
x Less truck traffic.
x No air brake zone.
x Enforcement of speed zones.
x Enforcement of noise regulations.
x Possibly more stop lights to slow traffic.
x Bus stops with pull out lanes and weather shelter for riders.
x Truck traffic is largest problem.
x Bike lanes.
x More lights.
x No passing zone.
x Perfectly happy but hope the assessments don’t keep going up and up so we can continue to
afford to live here.
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What would make the Route 96 corridor a better place to live?
Town of Ulysses Write-In Responses
x Places for people to walk.
x Turning lanes at the hospital and housing intersection and professional building and
Lakeside Nursing Home.
x I find living on 96 very convenient in every way. Because of traffic road is always clear in
the winter snow. Maybe speeds could be lowered from 55 to 50.
x Turning lane at hospital for new homes across Route 96.
x No truck traffic.
x No urban sprawl with businesses being built along the road.
x Divert or reduce truck traffic.
x A sign is needed to identify Agard Road intersection.
x Well planned development that is concentrated is preferred over sprawl.
x Better, more frequent, bus service. Especially evenings for teen who work at night on second
shift.
x If TCAT could connect to TFSP summer concerts and Hangar Theatre.
x More aggressive enforcement of dangerous behavior.
x Remove the trash trucks.
x Sharply curtail commercial development and sprawl. Meadow Street in Ithaca – problems
galore.
x Perry City Road intersection is very dangerous. Some sort of light should be installed.
x Garbage trucks litter my lawn with debris.
x Ridiculous stop for pedestrian cones in middle of state highway. People think they can just
walk out in traffic because of the little cone. One of the dumbest things NYS has ever done.
x More bicycle friendly.
x Fewer trucks.
x Limit truck traffic – high level of noise.
x Lower speed limits from Jacksonville to Trumansburg.
x Have 18-wheelers use the Thruway.
x Re-route garbage trucks which damage the road.
x Reduce traffic noise, it has increased every year.
x Less use of salt, greater use of alternatives like sand. Salt is damaging plants and trees.
x Sidewalks and bike lanes.
x Bike route.
x Slower speed limit to Trumansburg.
x More TCAT busses.
x Walk lanes in Jacksonville.
x No parking along 96 in the hamlet.
x Garbage trucks come from out of County.
x Take trash trucks off route.
x Trucks impact B&B; affect customers comfort.
x If truck traffic is not addressed we will be looking to sell within a year.
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x Lower speed limit.
x Do not widen.
x Less or no trucks.
x Current train schedule is ridiculous. Always the wrong times.
x Traffic lights not synchronized. Constant stop and go and delays.
x Need better access in and out of Cayuga Medical Center, Hayts Road, West Hill Apartments
and Professional Building.
x Impound all cars speeding through Jacksonville.
x Lower speed limit in Jacksonville.
x Safer turn offs for Kinney and Shur-Save.
x Better signage.
x Reduce speed.
x Eliminate truck traffic.
x Stop light at 4-way intersections.
x Less noise from big trucks.
x Smell from garbage trucks.
x Speeding in Jacksonville.
x People cause most of the problems along Route 96.
x Widen parking area along Route 96. from city limits to Perry City Road.
x Speed limit should be 45 to Jacksonville.
x Difficult to turn in driveways with so much traffic.
x More police presence to prevent speeding and illegal vehicle traffic (off-road).
x Better handling of traffic in downtown Ithaca at 96 and 89 light. Especially bad at Buffalo
Street and 13 North.
x There needs to be more police vehicles patrolling Route 96 for speeding vehicles. Very
difficult to cross the road when getting on or off TCAT bus.
x Ban bicycles.
x Teach pedestrians how to walk.
x Widen the roadway.
x The highway department should clean the ditches, cut grass – it is always a mess.
x Bigger convenience store with more food needed in Jacksonville.
x Bike paths.
x Sections of sidewalk, especially from hospital to City.
x Better monitoring of speeders.
x Better lighting from City up to just past hospital.
x Maybe lights at some places (intersection).
x Better lighting.
x Wider shoulders for bikes/people.
x Lower speeds, more cops.
x More farmland for serenity and beauty.
x Slower traffic.
x Less traffic.
x Lower TCAT fares. Variable fares depending on distance traveled.
x Limit tractor trailers to local delivery only.
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x Heavy truck traffic is breaking up the roads.
x Cleaner ditches.
x Better quality in development – materials and architecture.
x Better property maintenance.
x Maintain rural appearance along highway with higher density development set off the
highway along local roads.
x Much less heavy truck traffic and pedestrian-friendly roadway.
x Lets be realistic; 96 is a major highway. If one choose to live on it, then one needs to accept
the pitfalls. Travel is, for the most part, easy.
x Newer and nicer properties further away from Route 96 but with convenient access.
x Slower speed limit – 45 MPH.
x More vegetation.
x No more signs.
x Less truck traffic.
x Wider shoulders in spots for pedestrians and bikes.
x Ticket loud motorcycles.
x Cut down fast food and garbage bag dumping.
x Got a breather when the road was closed for improvement last fall.
x People who have mailboxes across the road have to sometimes wait 10 minutes to cross and
get mail.
x Should be no more than 45 MPH all the way to Jacksonville.
x Difficult to turn in drives with so much traffic.
x Reroute 89 from Jacksonville.
x I’m not sure the road is the problem but it is the way people use it in the past couple years.
They do not want to stop for anything or anyone. Cell phone distractions. Frequent
speeding. Passing across double lines.
x Drivers are always in a rush.
x Better monitoring of speed limits.
x Traffic noise from trucks and loud car stereos.
x Plant more trees.
x Better dead animal pick-up.
x Left turn lanes at high traffic areas.
x Pull off areas for TCAT.
x Traffic management by T-burg schools at start and end times.
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APPENDIX 2 – COMMUNITY SURVEY QUESTIONNAIRE
The following pages include a copy of the Residential Community Survey that was sent to all
residences along the corridor.
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APPENDIX 3 – WINDSHIELD SURVEY IMAGES
A windshield survey of the corridor was conducted on Monday, March 17, 2008. The following
images and notes were taken during the windshield survey.
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APPENDIX 4 – FOCUS GROUP MEETING INVITATION
The focus group invitation was sent to all commercial, business, and institutional property
owners along the corridor. Focus groups are scheduled for April 1st and 3rd and summaries of
discussions from these meetings will be provided to the committee at the next regularly
scheduled committee meeting.
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APPENDIX 5 – FOCUS GROUP MEETING SUMMARIES
FOCUS GROUP MEETING #1
The first of two stakeholder meetings with business and institutional representatives on the
corridor took place on the Cayuga Medical Center campus on April 1, 2008. Approximately six
community and business representatives attended and offered the following information and
feedback related to owning or working for a business or institution along the corridor.
Approximately 80 invitations, an example of which is included in Appendix 4, were distributed
prior to the stakeholder meetings.
Meeting Attendees:
1.Leslie Schill, Tompkins County Planning
2.Kimberly Baptiste, Bergmann Associates
3.Beth Tetreault, Finger Lakes School of Massage
4.Kirby Allen, Subway
5.Cynthia Yahn, Aeon Development
6.Charles Schlough, The CaLanCo, LLC
7.Stan Beames, Namaste Montessori School
8.Tim Maguire, Maguire Automotive
Summary of Comments:
STRENGTHS / BENEFITS OF LOCATION ON ROUTE 96
x Volume of traffic
x Easy to give directions
x Access
x Visibility
x Only national franchise between Waterloo and Ithaca (Subway)
x Country setting, quiet and also close to downtown
x Close to Trumansburg where rents are cheaper
x Location, location, location
x South of Trumansburg there is a great amount of traffic generated
WEAKNESSES / ISSUES OF LOCATION OF ROUTE 96
x Volume of traffic
x Speed of traffic
x Number of accidents
x Too many access drives
x Hard to get in and out of driveways
x Irregular speed limits
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x No land use planning in place
x No inter-municipal planning (historically)
x Inconsistent zoning
x Ithaca has shortage of leasable space so people move onto Route 96
x Geography
x Very little housing available
x Concerned study will seek to eliminate businesses on Route 96
OPPORTUNITIES / WHAT CAN BE DONE TO MAKE THINGS BETTER
x Nodal Development
x Better planning
x Need for inter-municipal cooperation
x Reduced speed limits
x Widen roads for turn lanes
x Improve zoning
x More turn lanes near high use areas
x Build bypass to get people in and out of City more efficiently (City does not do long-term
planning)
x Understanding traffic impacts quality-of-life
x Rebuild shoulders
x Public transportation – Transportation hub
x Public transportation needs to be coordinated with new development
x More public transportation options outside of City
x More park and rides
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FOCUS GROUP MEETING #2
A second business and institutional stakeholder meeting was held on April 3, 2008 at the
Jacksonville Methodist Church. Approximately fourteen community and business
representatives attended and offered the following information and feedback related to owning
or working for a business or institution along the corridor.
Meeting Attendees:
1.Leslie Schill, Tompkins County Planning
2.Kimberly Baptiste, Bergmann Associates
3.Dick Coogan, Technical Review Committee, Route 96 Study
4.Dana Stafford, Regional Access
5.Gary VanHouten, Natural Beginning
6.Mike Cirri, Trumansburg Mini Golf
7.Jerry Reynolds, Trumansburg Fair
8.Cosimo Tangorra, Trumansburg Central School District
9.Fran Maguire, Maguire Chevrolet
10.Chaw Chang, Stick & Stone Farm
11.Michelle Vogtman, Williams Insurance
12.Richard Berggren
13.Jim Seafuse, Shur Save
14.Roger McOmber, Jacksonville Church
15.Carl Butterfield, Jacksonville Church
16.Lorna Close, Close Hall
Summary of Comments:
STRENGTHS / BENEFITS OF LOCATION ON ROUTE 96
x Lots of traffic
x Location, location, location
x Access to Ithaca and areas north
x Concentration of uses
x Water and gas
x Access
x Route 96 is well known
x Tourist traffic
x Links to wine trail
x Visibility
x Taughannock Falls State Park
x Provides foot traffic via vehicles
x TCAT
x Less accidents on north end because speed limits have finally been reduced to 45
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WEAKNESSES / ISSUES OF LOCATION OF ROUTE 96
x Traffic flow (AM and PM peaks)
x Visibility
x High speeds
x People travel to destinations at either end, don’t want to stop in between
x Driveway locations – DOT mandated
x No access on 96 for some businesses
x Road not leveled at some intersections
x Accidents
x No water
x Lack of commercially zoned land
x Commercial land is scattered
x Truck traffic
x Conflicts between road shoulders – vehicular and pedestrian use
x Bike lanes – particularly on Cliff Street
x No connection between 96 and 89
x 79 should not be ignored
OPPORTUNITIES / WHAT CAN BE DONE TO MAKE THINGS BETTER
x Reconfigure Krums Corner intersection
x Turn lanes
x More park and rides
x Expand water to promote more business development
x Nodal development
x Street lighting
x Re-evaluate historic situations – such as, road striping
x More stops in nodes
x Enforcement of speed limits
x Nodal development will be good for school district, and for the community as a whole
x Families want stronger sense of community within walking distance
x School feels facilities are over-used and would like other facilities/parks to be utilized more
– nodal development could further that
x Access to Trumansburg must remain convenient
x Make enough commercial zoning available
x Better signage
x Keep Krums Corner Light Industrial
x Ithaca Bridge should be two lanes going south instead of having a turn lane
THREATS
x Development pressure on ag land
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x Affordability
x People are afraid of uncontrolled growth, as well as over-regulation
x Lack of community education
x High taxes in County
x Regulations in Town of Ulysses
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APPENDIX 6 – STAKEHOLDER MEETING SUMMARIES
TCAT STAKEHOLDER MEETING
On April 3, 2008 Bergmann Associates participated in a stakeholder meeting with TCAT in an
effort to learn more about their current operations along the corridor, as well as any proposed
changes that may be planned for the future. Below is a summary of the discussion undertaken
at this meeting.
Meeting Attendees:
1.Kimberly Baptiste, Bergmann Associates
2.Nicole Tedesco, TCAT, Service and Operations Analyst
3.Mike McLellan, TCAT, Passenger Amenities
4.Nancy Oltz, TCAT, Manager of Operations and Maintenance
Summary of Comments:
GENERAL
x Exciting time for TCAT – evolving from small to dynamic organization
x Have added specialty staff, including an analyst and others with targeted roles, TCAT has
not been historically organized this way – this will help them improve service and delivery
FLEET
x Fleet currently consists of 44 diesel busses and 6 hybrids (hybrids do not create a cost
savings for TCAT at this time due to the additional up-front costs for purchasing them…this
may change as gas continues to increase)
SERVICE
x Lack of shoulders from City line to hospital makes it hard to discharge people
x Service is flag and demand everywhere outside downtown
x Ditches in front of some uses, such as Candlewyck Apartments, makes it uncomfortable for
people waiting for a bus
x 4’ shoulders in northern study area are adequate for pulling over and picking up / dropping
off
x There have been very few accidents involving TCAT busses
x TCAT has not been able to establish a justification for increasing service to Trumansburg,
whether more trips or later trips
x They try to establish need and interest through on-bus surveys (my note: on-bus surveys
only may not reach the audience that would use TCAT is additional service was provided –
this form of surveying seems inadequate)
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x TCAT will not be pursuing any service changes on Routes 19 and 21 in the immediate future
x Currently does not offer any express service – new busses would need to be acquired
x Looking hard at offering express routes – trials would be done to determine locations for
where these would be used – possibility of express service on West End, to hospital, though
to Trumansburg not likely
RIDERSHIP
x Ridership has declined slightly on Routes 19 and 21
x Heavily used in AM and PM peaks by commuters from Trumansburg
x Nodal development would help to justify increases to current schedule
PARK AND RIDE
x Trumansburg Park and Ride is inadequate and taken over during the summer by
Trumansburg Farmers Market on some days
x Town wants to relocate Park and Ride next to DPW – this is not acceptable to users who
have contacted TCAT with complaints
x Town and Village currently working on an alternative solution
x Have discussed a park and ride at hospital but never in Jacksonville
ISSUES
x Overall do not run into any traffic or intersection problems or issues along the corridor –
they have no complaints about traffic flow
x Schedules consistently disrupted by “octopus” area in City – this is a serious problem for
TCAT – they have difficulty maintaining schedules – especially from 3:30 to 4:00 when
school busses are out
x Universal access is a concern given the lack of bus stops and less than perfect “pick up”
conditions along portions of road
IMPROVEMENTS
x Would like to have more safe places for people to wait and discharge (particularly elderly)
x Currently working on Transit Development Plan – no major impacts to these routes – relied
heavily on on-board bus surveys
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CAYUGA MEDICAL CENTER STAKEHOLDER MEETING
On April 21, 2008 Bergmann Associates, joined by members of the Technical Review
Committee, participated in a stakeholder meeting with representatives from Cayuga Medical
Center. The goal of the meeting was to establish a working relationship with the Medical Center
and engage them in the overall planning process. The purpose of the meeting was to learn more
about employment at the hospital, operations, planned projects that may impact the corridor, to
gather their feedback on nodal development opportunities, and for the Medical Center to
identify specific issues and areas of concern related to the corridor, specific to access, traffic, and
hospital operations. The following is a summary of the meeting.
Meeting Attendees:
1.Kimberly Baptiste, Bergmann Associates
2.Leslie Schill, Tompkins County Planning Department
3.Jon Kanter, Town of Ithaca Planning Department
4.John Rudd, CFO and Senior Vice President, Cayuga Medical Center
5.Lou LoVecchio, Assistant VP and Facilities Manager, Cayuga Medical Center
6.Lauren Johnson, Strategic Planning Analyst, Cayuga Medical Center
Questions / Discussion Areas
EMPLOYMENT
x Of the current 1,000 employees, approximately 900 are on the main campus on Route 96
x Assume growth of about 200 employees in next 10+ years (may not all be at main campus)
x Employee growth will be directly related to the growth of the County as a whole
SCHEDULING
x Primary shifts are 7 AM – 3 PM / 3 PM – 11 PM / 11 PM – 7 AM
x Admin shifts are 8 AM – 4 PM
x Clinical shifts are 7 AM – 7 PM
OPERATIONS
x Goal is to become a more regional hospital
x Affiliated with Roswell Park and Rochester Heart Institute / Cleveland Clinic
x Seeking to strengthen cardiology program, which would help strengthen their role as a
regional hospital
x High-profile affiliations do not tend to be major volume drivers
x Primary service area is Tompkins County and some adjacent areas, as well
x Secondary service areas include Geneva, Cortland, and Watkins Glen
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PARKING
x Bergmann to obtain map from Lou that shows current number of spaces
x Informal park and ride was an issue – hospital discourages park and ride users
x Do not have excess parking capacity
x Hospital would have some concern about dedicating their land to a park and ride
x Hospital would be supportive of a park and ride in the node
CAPITAL PROJECTS
x Operating room expansion, renovation, and construction – 2009/2010
x Internal renovations planned for next 3 years
x No significant projects currently planned beyond 2010
x Biggs A property – took down former hospital building due to mold and asbestos,
expanded parking
x Biggs B –Hospital would be interested in that property when County moves out.
HOUSING / NODAL DEVLOPMENT
x Contact Alan to find out number of employees who live at the Overlook
x CMC has no plans to get in the housing business
x Affordable housing is an issue – employees travel from 50+ different municipalities to get to
the hospital
x Hospital sees benefits to have more housing and services nearby
x Holochuck Homes would fill another need for employee housing (different types of homes
than Overlook, not low-mod income)
x Would be willing to promote pedestrian and bicycle connections to surrounding
developments
x Additional services in this area would be a positive
x Would like to see connections to Black Diamond Trail promoted (
ISSUES
x There is no good roadway to get to the hospital!
x Something needs to be done to the south end of Route 96 – quality deteriorates quickly
south of the hospital - need to serve population to the south and need a good road to do so
x Railroad tracks are an obvious issue
x TCAT service does not seem to be an issue for employees – there is good service to the
hospital
MISCELLANEOUS
x Mack Travis – Owner of Cayuga Professional Center
x Contact Bangs Ambulance for emergency responder issues
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APPENDIX 7 - CORRIDOR PERFORMANCE PROFILES, ROUTE 96
The following charts correspond and display travel time data for the corridor as referenced in
Chapter 3 of this report.
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APPENDIX 8 - CORRIDOR PERFORMANCE PROFILES, ROUTE 89
The following charts correspond and display travel time data for the corridor as referenced in
Chapter 3 of this report.
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APPENDIX 9 – TRAFFIC ANALYSIS ZONES
The following table identifies Traffic Analysis Zones that fall within the Route 96 Study Area
boundaries, according to 2000 Census data.
TAZ 2000 Population Location
156 227 Aubles TP
171 72 Trumansburg
172 265 Trumansburg
173 37 Trumansburg
174 194 Trumansburg
175 124 Trumansburg
176 257 Trumansburg
177 197 Trumansburg
178 100 Trumansburg
179 335 Trumansburg
164 340 Route 227
163 89 Rabbit Run
162 260 Cold Springs Rd
161 292 Jacksonville
168 425 Jacksonville
165 243 Swamp College Rd
167 217 McKeel Rd
169 297 Perry City Rd
170 253 DuBois Rd
147 332 N Van Dorn Rd
235 449 W of Hospital
180 141 Hospital
192 473 Museum of the Earth
200 171 Bundy to Route 79
201 382 WH-Route 79 to Elm St Ext
215 119 WH-Coy Glen
289 876 WH-Floral Ave
288 0 WH-ACS
286 189 WH-Warren Pl
285 172 WH-Hector St
261 192 Linderman Creek
262 0 CI-Treman Park
264 1 CI-Stewart Park
284 0 CI-Inlet Island
290 3 CI-Inlet Island
291 31 CI-Inlet Island
327 5 CI-Cherry St
362 155 CI-Nate's Floral Est
361 109 CI-Agway
360 316 CI-Ithaca Plaza
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TAZ 2000 Population Location
354 82 CI-Spencer Rd
223 391 CI-South Hill
348 268 CI-South Hill
349 213 CI-South Hill
357 217 CI-Titus Flats
359 270 CI-Titus Flats
358 316 CI-Southside
328 105 CI-Northside
329 172 CI-Southside
330 332 CI-Southside
356 424 CI-Central Business District
355 206 CI-South Hill
353 281 CI-South Hill
350 379 CI-South Hill
347 319 CI-South Hill
346 199 CI-South Hill
345 65 CI-Central Business District
334 553 CI-Lower Collegetown
333 92 CI-Central Business District
332 287 CI-Central Business District
331 77 CI-Central Business District
321 349 CI-Central Business District
326 112 CI-Lower Northside
325 250 CI-Lower Northside
324 104 CI-Lower Northside
323 319 CI-Lower Northside
322 275 CI-Lower Northside
320 73 CI-Lower Northside
319 47 CI-Lower Northside
318 69 CI-Lower Northside
317 269 CI-Lower Northside
315 60 CI-Lower Northside
316 127 CI-Lower East Hill
314 141 CI-Lower East Hill
313 422 CI-Lower East Hill
312 419 CI-Collegetown
311 125 CI-Collegetown
307 280 CI-Cornell University
299 340 CI-University Hill
273 846 CI-University Hill
298 351 CI-Fall Creek
279 373 CI-Fall Creek
297 178 CI-Fall Creek
296 134 CI-Fall Creek
295 291 CI-Northside
292 170 CI-Northside
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TAZ 2000 Population Location
294 318 CI-Northside
293 47 CI-Northside
284 0 CI-Northside
283 2 CI-Northside
282 74 CI-Northside
281 140 CI-Fall Creek
276 99 CI-Fall Creek
275 98 CI-Fall Creek
277 158 CI-Fall Creek
280 235 CI-Fall Creek
278 352 CI-Fall Creek
273 840 CI-University Hill
263 0 CI-Stewart Park
Route 96 Corridor Management Study
TECHNICAL REPORT #2
Prepared By:
Bergmann Associates
and
SRF Associates
in conjunction with
The Route 96 Technical Review Committee
TABLE OF CONTENTS
Route 96 Corridor Management Study
Technical Report #2
1.0 INTRODUCTION ................................................................................................................................ 1
1.1 Overview and Purpose............................................................................................................ 1
1.2 The Study Area......................................................................................................................... 2
1.3 The Planning Process............................................................................................................... 2
2.0 FUTURE DEVELOPMENT SCENARIOS.......................................................................................... 6
2.1 Introduction.............................................................................................................................. 6
2.2 Projected Population Growth.................................................................................................. 6
2.3 Alternative Development Scenarios........................................................................................ 9
3.0 TRAFFIC IMPACT ANALYSIS ........................................................................................................ 16
3.1 Introduction............................................................................................................................ 16
3.2 Trip Demand Estimates......................................................................................................... 16
3.3 Comparison of Traffic Impacts for the Trend and Nodal Growth Scenarios..................... 20
3.4 Travel Time and Safety Impacts (aka Access Management)............................................... 31
4.0 CORRIDOR LIVABILITY AND QUALITY-OF-LIFE .................................................................... 35
4.1 Overview ................................................................................................................................ 35
4.2 Ranking Exercise.................................................................................................................... 37
4.3 Summary of Results............................................................................................................... 45
5.0 OPPORTUNITIES AND CONSTRAINTS ANALYSIS ................................................................. 46
5.1 Introduction............................................................................................................................ 46
5.2 Identification of Opportunities and Constraints.................................................................. 46
5.3 Preferred Development Scenario .......................................................................................... 49
5.4 Techniques for Advancing Preferred Development Scenario............................................. 50
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1.0 INTRODUCTION
1.1 Overview and Purpose
The purpose of the Route 96 Corridor Management Study is to help the Town of Ulysses, Town of Ithaca,
City of Ithaca, Tompkins County, the Ithaca-Tompkins County Transportation Council (ITCTC), and the
Tompkins Consolidated Area Transit (TCAT) define an appropriate approach to manage anticipated
growth along the Route 96 corridor from the southern boundary of the Village of Trumansburg to the
intersection of Route 96 and Route 13 at Fulton Street in the City of Ithaca. The Study is being guided by
a Technical Review Committee consisting of representatives from each of the aforementioned
communities and organizations.
The Study will serve as a guide to define a preferred development pattern for the corridor that is
consistent with the goals and vision for each of the involved communities. It will recommend strategies
to reduce anticipated traffic-related impacts caused by new development, as well as increased through
traffic. The Town of Ulysses, Town of Ithaca and City of Ithaca are looking to update their comprehensive
plans and have identified the need to analyze this corridor for housing and business opportunities as well
as to mitigate associated increases in traffic.
Two development patterns are being compared. The first is a Nodal Development Scenario – a compact,
mixed-use development strategy, and the second is a more conventional suburban style of development,
referred to herein as the Trend Development Scenario. Both patterns will consider access management
issues, improving transit services, incorporating transportation system improvements, and enhancing the
overall aesthetic character of the corridor. The final product will recommend one style for future growth
that protects livability within the Study area through sound land use and transportation management
practices.
The Corridor Management Study is being developed as a series of four written Technical Reports, as
summarized below:
x Technical Report #1 focuses on Existing Conditions within the Study area and lays the framework
for later projections, analysis, and recommendations. Technical Report #1 provides a baseline of
information relevant to the corridor from which to learn from, and build on.
x Technical Report #2 provides the transportation analysis portion of the study that is divided into
three main components: traffic projections, traffic impact analysis, and opportunities and
constraints analysis. Each of these sections helps to identify what opportunities, issues, and
obstacles exist with regards to creating a more livable and desirable corridor.
x Technical Report #3 is the Recommendations document associated with the Study. Technical
Report #3 will provide a range of recommendations which will cover topics relevant to the
corridor including traffic, land use, quality of life, and others deemed important by local
residents and Technical Review Committee members.
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x Technical Report #4 will be an Implementation-based document that defines specific actions and
activities desired to achieve and meet the recommendations and goals set forth in Technical
Report #3.
1.2 The Study Area
State Route 96 in Tompkins County begins at the Seneca and Tompkins County lines in the northwest
corner of the County and travels southeast through the Village of Trumansburg, Hamlet of Jacksonville,
Town of Ulysses, Town of Ithaca, and culminates in the City of Ithaca at the confluence of State Route 13
at Meadow Street. The Route 96 Corridor Management Study examines the 10-mile stretch of road,
including all lands within a mile the Corridor, from the southern municipal boundary of the Village of
Trumansburg traveling southeast to the intersection with State Route 13.
The Corridor is rural in nature in the Town of Ulysses, reflecting its agricultural history. Traveling
southeast into the Town of Ithaca, residential and commercial development increases, and upon entering
the City of Ithaca dense housing lines the corridor as it descends.
The Study area is in the West Hill section of Tompkins County, one of the areas where increased housing
development has occurred and where additional potential for development exists. Much of this area uses
NYS Route 96 as the primary commuting route. The Route 96 corridor is also the location of most of the
commercially-zoned property in the Town of Ulysses. Planned development in the corridor is seen as
crucial to allowing economic development while mitigating traffic impacts of associated growth. It is a
concern that increased development along the corridor will worsen congestion in the City of Ithaca and
impact traffic flow and livability within the Study area.
1.3 The Planning Process
The Route 96 Corridor Management Study is a collaborative planning effort between Tompkins County,
the City of Ithaca, the Town of Ithaca, the Town of Ulysses, the Ithaca-Tompkins County Transportation
Council, and the Tompkins Consolidated Area Transit. Representatives from each of the organizations
comprise the Corridor Management Study Technical Review Committee (TRC).
1.3.1.Work Completed To Date
The following tasks were completed to produce Technical Report #1. Additional information on
each of the bulleted efforts may be found within Technical Report #1.
x Project Start-Up Meeting with Consultant Team
x Internal Committee Meetings
x Residential Community Survey
x Data Collection and Review
x Field Review and Analysis
x Windshield Survey
x Technical Review Committee Meeting
x Public Information Meeting
x Focus Group Sessions (2)
x Stakeholder Interviews (2)
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The preparation of Technical Report #2 included the following tasks:
Identification of Measures of Effectiveness (Livability Benchmarks)
The consultant team, working and coordinating with the Technical Review Committee,
developed a series of Measures of Effectiveness, or Livability Benchmarks, which were used to
measure how two different development patterns (trend versus nodal) would impact various
factors along the corridor, including traffic volumes, convenience, and accident rates.
Traffic Volume Modeling
ITCTC used TransCAD Transportation GIS Software for its modeling to help the consultant team
determine future traffic volumes and conditions. The following bullets summarize the model
used in association with this project.
x A classic 4-step model was used which consists of the following: trip generation (how many
trips), trip distribution (the flow of trips), mode split (we only have 1 mode – drive alone),
and traffic assignment (which roads).
x The trip purposes in the ITCTC model are home-to-work, work-to-home, home-to-other,
other-to-home and other-to-other.
x The model uses trip rates based on a 1988 Household Travel Survey and socio-economic
characteristics to estimate trip origins and destinations for 381 traffic analysis zones (TAZs).
The estimated vehicle trips are then assigned to the highway network. External trips use
1997 Roadside Cordon Survey data.
x The model is for the afternoon (5-6 PM) peak hour ONLY. The model outputs are
continually calibrated to existing traffic counts (2000-2008) for accuracy.
x The socio-economic characteristics (land use data) used for the model includes household
size, auto ownership, and employment. The number of vehicles per household comes from
2000 Census Transportation Planning Package (CTPP) data – Part 2 [NOTE: the data used
was for persons who drove alone to work ONLY in each TAZ]. The number of households
per TAZ comes from 2006 Tompkins County Assessment data – with the 2000 CTPP vehicles
per household ratios applied. The number of employees per TAZ comes from 2006 figures
from Tompkins County Area Development.
x In 2004, the Tompkins County Planning Department (TCPD) published its Comprehensive
Plan. For purposes of the County Comprehensive Plan, the TCPD projected the number of
households and number of employees for each TAZ for the year 2030 for both Nodal and
Trend scenarios. ITCTC uses the 2030 TCPD land use projections when doing future travel
demand forecasting.
x For the Route 96 Corridor Management Study, SRF Associates provided ITCTC with the land
use data (households-by-vehicles available and employment for the 26 TAZs in the Route 96
Corridor. ITCTC ran the future scenarios using the 2004 2030 Comprehensive Plan land use
data – while substituting in the SRF land use data for the applicable 26 corridor TAZs for
both the Trend and Nodal Scenarios. Additionally, SRF asked for model runs for 2 new
scenarios: 1 scenario removed 20% of vehicle trips from Jacksonville area TAZs / and 25%
from the Hospital area and the TAZ south of Trumansburg; the other scenario removed 25
and 33% respectively. The reason these scenarios were created was to predict the future
mode shift to more non-drive alone trips (bus, walk, bike, car-pool) within the nodes.
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Traffic Impacts Analysis
The consultant team, working with ITCTC, provided inputs and adjustments for calibrating the
existing TransCad model to evaluate the existing traffic volumes within the Route 96 sub-area.
Two long-term growth scenarios were evaluated using the model to generate future (2028) traffic
volumes and various Measures of Effectiveness (MOEs) for comparison purposes. The consultant
team provided ITCTC with adjustment factors to evaluate the effects of trend growth patterns as
opposed to a nodal, or more compact mixed-use development. The future traffic volumes were
then analyzed to determine specific impacts and to compare the impacts of the two future
scenarios as they relate to the Measures of Effectiveness identified, working with the Technical
Review Committee.
Opportunities and Constraints Analysis
The consultant team completed an Opportunities and Constraints Analysis for each development
scenario. The benefits and issues associated with each scenario were identified for consideration
by the TRC.
Preferred Development Scenario
Based on the findings of the Opportunities and Constraints Analysis, as well as the Measures of
Effectiveness ranking exercise, a preferred development scenario for the corridor was determined
and specific considerations to help further that development pattern were identified.
Technical Review Committee Meeting
The consultant team met with the Technical Review Committee on June 26th, 2008 to present the
findings and recommendations from Technical Report #2. Copies of the report were distributed
to the committee for their review and comment.
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1.3.2.Next Steps
The next steps in the Route 96 Corridor Management Study planning process will include:
Public Meeting
A Public Meeting will be scheduled for October 2008. All findings that have been acquired to date
will be presented and made available to the public. The format of the meeting will be discussed
with the Technical Review Committee.
Technical Report #3
Technical Report #3 will include recommendations for traffic mitigation which will specifically
include corridor management tools, techniques, and strategies for mitigating future impacts on
travel and livability along the corridor. Recommendations will be from both a traffic and land
use perspective and general design standards for the preferred development scenario will be
prepared.
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2.0 FUTURE DEVELOPMENT SCENARIOS
2.1 Introduction
The main objective of the Route 96 Corridor Management Study is to identify potential scenarios for
growth along the corridor, to consider and analyze the potential impacts associated with each scenario, to
define a preferred scenario, and to identify techniques and methods for achieving the preferred vision.
Chapter 2.0 of Technical Report #2 discusses future population and traffic projections along the corridor
and introduces two potential development scenarios. The population and traffic projections create a
framework for considering, analyzing, and comparing both development scenarios.
The first scenario being considered is a Trend Development Scenario that would allow growth and
development to continue along the corridor in a manner consistent with how it has occurred in the past.
Future growth and development would likely occur on Route 96 occupying Route 96 frontage, with
access directly from the corridor. The second development scenario, a Nodal Development Scenario,
shows concentrated growth in three designated areas. A greatly reduced proportion of total growth is
assumed to occur outside the designated nodes in this scenario.
The trend growth scenario assumes that the areas along Route 96 will grow in a pattern that is similar to
the current development pattern. This results in spread out pockets of development generally having one
type of use in a single location – in other words, housing is typically separated from retail and other
commercial uses. Traffic traveling between developments in this scenario must use Route 96 to do so. In
addition, the sprawling nature of these developments is not conducive to other modes or travel such as
walking, bicycling, or transit use.
The nodal development, on the other hand, is a compact style of development that encourages a mixture
of land uses and many internal multi-modal connections. According to a recent publication1 “…compact
development(s) help people live within walking or bicycling distance of some of the destination they
need to get to every day – work, shops, schools, and parks, as well as transit stops.” “…by building more
homes as condominiums, townhouses, or detached houses on smaller lots, and by building offices, stores,
and other destinations “up” rather than “out,” communities can shorten distances between destinations.
This makes neighborhood stores more economically viable, allows more frequent and convenient transit
service, and helps shorten car trips.”
2.2 Projected Population Growth
Projections for population growth in the corridor were developed for both the 10 and 20 year timeframes
by the TRC. In order to arrive at population projections, two methods were used, with a mid- and high-
growth rate applied to each outcome. Each of the methodologies/scenarios and findings are detailed
further below.
Scenario #1 was based on 2000 Census population figures for the Route 96 travel shed, the boundaries of
which were established in Cornell University’s Transportation-focused Generic Environment Impact
Statement (TGEIS). The travel shed, as shown in Figure 1, is the area surrounding the Route 96 corridor in
1 Growing Cooler The Evidence on Urban Development and Climate Change, Urban Land Institute, 2008.
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which most trips along the corridor are expected to originate. Scenario #2 was based on the County’s 2006
population and applied the current County growth rate. Specific growth for the corridor was determined
based on the findings of Cornell University’s Transportation Generic Environmental Impact Statement
(TGEIS), which allocated 8.4% of total growth in the County to the Route 96 travel shed.
FIGURE 1 – PROJECTED POPULATION GROWTH FOCUS AREA
Route 96 Travel Shed (also referred to as West Hill Travel Shed)
Both methods considered a mid-range 0.5% growth rate (or 10-year projection) and a higher-growth rate
of 1% (20-year projection). To determine the fair estimate of population projected along the corridor, an
average of the mid-range and high-range projections from both scenarios was determined as the baseline.
2.2.1.Projected Population – Scenario #1
The base population for the Route 96 travel shed, as derived by totaling the number of residents
in all block groups within the TGEIS Rte 96 travel shed area, according to Census 2000 stats, is
6,017.
Considering a moderate growth rate of 0.5% over the next twenty years, the population within
the travel shed would increase by 840 persons. Assuming a slightly more aggressive growth rate
of 1% over the same twenty year period, the travel shed population would increase by 60 persons
annually, resulting in a total population increase of 1,680 persons by 2028.
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2.2.2.Projected Population – Scenario #2
The second population projection is based on a combination of both total County growth and
travel shed assumptions identified within the Cornell University Transportation Generic
Environmental Impact Statement (TGEIS). According to the American Community Survey, the
base population for Tompkins County in 2006 was 100,407 persons. The projected annual growth
rate for the County is 1%, resulting in 28,114 new residents in Tompkins County by 2028.
Using the methodology identified in the TGEIS, 8.4% of all new growth in the County is expected
to occur within the Route 96 travel shed. Using this information, the projected 10-year (mid-
range) population for the travel shed is 1,181 persons and the 20-year (high-range) population
projection for the travel shed is 2,362 new residents.
2.2.3.Proposed Population Projection for Rte 96 Corridor
Using both population projections to inform the estimate for corridor population and developing
nodal ratios, the results of each methodologies were averaged to arrive at final population
projections for the corridor in both the mid-range (10-year estimates) and high-range (20-year
estimates). This information is outlined in Table 1.
TABLE 1 – POPULATION PROJECTIONS, 2028
Route 96 Travel Shed
Projected Population:
Scenario #1
Projected Population:
Scenario #2
Average Projected 2028
Population
Mid-Range 840 1,181 1,011
High-Range 1,680 2,362 2,021
2.2.4.Projected Housing Units
Using the average mid- and high-range population projections for the Route 96 travel shed it is
possible to estimate the total number of new households and housing units that will develop
within the travel shed over the next 20-years.
Based on 2000 Census data, the average household size in Tompkins County is 2.32 persons.
Using this figure, an approximate new number of housing units can be identified:
TABLE 2 – PROJECTED NEW HOUSING UNITS, 2028
Route 96 Travel Shed
Average Projected 2028
Population
Number of New Housing
Units
Mid-Range 1,011 436
High-Range 2,021 871
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2.3 Alternative Development Scenarios
2.3.1.Trend Development Scenario
Conventional development separates residential, commercial, and industrial uses. This design
standard, seen in Tompkins County and throughout the United States, furthers our dependence
on personal vehicles and creates unfriendly and unwelcoming environments for walking and
bicycling, and as a result, increases traffic.
Conventional site development often occurs along roadway frontage, such as the 96 corridor,
resulting in a loss of viewsheds and increasing safety issues associated with a greater number of
curb cuts and access points. Trend development also tends to have a “sprawling” characteristic
that results in the loss of important natural resources, agricultural lands, and rural qualities. This
is of particular concern within the Study area, as the Towns of Ithaca and Ulysses are defined by
their rural qualities and character and relationship to Cayuga Lake.
Under the Trend Scenario, the projected housing units identified in Section 2.2 would likely be
developed haphazardly along the corridor, as single family homes on individual parcels or as
part of larger-scale suburban style development. This will be the anticipated result if no new
standards or guidelines are put into place to direct development.
2.3.2.Nodal Development Scenario
Nodal, or compact development, includes a variety of uses and associated amenities commonly
found in village and Hamlets. Nodes of development would ideally offer a variety of housing
types, mix of non-residential land uses, a pedestrian-friendly design, and a public transportation
option within a neighborhood scale. The intention of nodal development is to create a walkable,
affordable, accessible, and distinctive community. Maintaining rural character outside of the
nodes - protecting natural resources, preserving rural and agricultural lands, and minimizing
environmental impacts associated with new development - are all positive outcomes associated
with Nodal Development Scenarios. Nodal development in small, rural areas is particularly
appropriate when it revitalizes or expands upon existing hamlet, village, or employment centers.
When considering the implications of new housing growth within the Route 96 travel shed, a
Nodal Development Scenario was identified as a potential alternative to the Trend Development
Scenario. In order to get a realistic picture of how this development might occur, 75% of all
projected new housing units were designated for one of three nodes on the Route 96 corridor –
the Village of Trumansburg, Hamlet of Jacksonville, and in the immediate vicinity of Cayuga
Medical Center. The City of Ithaca was not included as a node for the purposes of this Study, but
is also a potential location for future development. The development potentials that exist within
the City should be considered as part of other planning initiatives. Although the Village of
Trumansburg is outside the northern boundary of the Study area, and the Village is not
considered to be a part of this Study, it is an existing, developed node along the corridor and
further increases to the density of the Village node would be expected.
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POPULATION CONCENTRATION
In order for a mixed use node to successfully balance residential and supporting uses, such as
commercial establishments, it needs to have an adequate population concentration to draw from
to support those uses. In Tompkins County, successful mixed-use Village Centers have
developed in locations with population concentrations of just over 1,500 people. The Village of
Trumansburg, for example, has a population of 1,581 people and the Village of Dryden has a
population of approximately 1,832 people.
Although neither the Cayuga Medical Center node nor the Jacksonville Hamlet node will likely
reach a population density of 1,500 people by 2028, as exemplified in the established County
nodes, they can still begin to develop during the 20-year study period, incorporating some retail
or other ancillary, support uses. This is particularly true at the Cayuga Medical Center node
where employees could likely help support new retail and restaurant offerings, and spin-off
office uses may begin to emerge.
PROPOSED NODES
The nodes are defined, for the purpose of this Study, as the existing Village boundaries of
Trumansburg, a 1/4-mile radius from the center of the Hamlet of Jacksonville (intersection of
Route 96 and Jacksonville Road) and a 1/4-mile radius from the entrance of the Cayuga Medical
Center along Route 96.
A ¼ mile radius is the typical standard for creating a nodal development that is intended to
promote walkability. The average person is willing to walk about 5 minutes, or ¼ mile, to get to
a specific destination, such as a bus stop, park, or retail establishment. Development focused
within the defined nodal limits would be within a standard walking-distance. The boundaries of
the node are intended to provide a baseline for where future redevelopment could occur. It is
recognized that development consistent with the goals of the Nodal Development Scenario may
occur outside the defined areas shown in Figures 2, 3 and 4 due to existing property lines, specific
goals and objectives of individual developers, environmental constraints, and zoning regulations.
Table 3 shows the number of housing units, based on total travel shed projections, which will
occur in the three designated nodes, assuming 75% of all new projected housing units for the
travel shed occur within the nodal areas.
TABLE 3 – PROJECTED NEW HOUSING UNITS, 2028
Total, All Route 96 Travel Shed Nodes
Number of New Households, Travel
Shed
Number of New Households,
Nodes (75%)
Mid-Range 436 327
High-Range 871 653
Based on current development trends, existing and likely infrastructure locations, and potential
for growth, the ratios of growth shown in Table 4 were assigned for each of the three nodes along
the corridor.
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TABLE 4 – GROWTH RATIOS
Route 96 Nodes
Nodal Location Growth Ratio
Cayuga Medical Center 50%
Village of Trumansburg 30%
Hamlet of Jacksonville 20%
Cayuga Medical Center
Based on the allocation of 50% of all new residential growth designated for the travel shed
occurring at the Cayuga Medical Center node, a total of 164 housing units are anticipated in
association with the mid-range projection, and a total of 319 new housing units are anticipated in
association with the high-range projection. When considering infrastructure already in place and
residential and employment potentials, it was determined that a reasonable housing to land ratio
for the Cayuga Medical Center node is an average of 5 units per-acre. Based on the projected
population growth and target development density, approximately 32.8 acres of land would be
needed to support the mid-range housing units and 63.8 acres of land would be need to support
the high-range housing projections. Required acreages for retail, office, and other commercial or
ancillary uses have not been identified.
FIGURE 2 – NODAL BOUNDARY, ¼ MILE RADIUS
Cayuga Medical Center
Figure 2 identifies the nodal boundaries based on a ¼ mile radius from the center of the node,
which is considered to be the intersection of Route 96 and Harris B. Dates Drive. This node
comprises approximately 125 acres of land. The vacant land within the node, as well as the
vacant lands which are partially within the node but extend outside of the primary ring could
Property Classifications
Cayuga Medical Center
Agricultural
Residential
Vacant
Commercial
Community Services
Public Services
Cayuga Medical
Center
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accommodate the high-projection residential build-out identified for this node - 319 housing
units on 63 acres of land.
There is currently a development proposal before the Town of Ithaca Planning Board in which
106 cluster townhouse units are proposed just south and east of the Medical Center and behind
PRI/Museum of the Earth. If the development is approved, 106 dwelling units could conceivably
be built and occupied within the first five years of the forecast period of the study. This
development is proposed to create a new intersection on Route 96 directly across from the Fire
Station. Pedestrian and bicycle connections to other parts of the node would also likely be
incorporated into this development.
Village of Trumansburg
The identified boundaries of the Village of Trumansburg node are shown in Figure 3. The inner
pink ring shows a ¼ mile radius from the center of the Village, and the outer ring shows a ½ mile
radius from the Village center. All lands within the Village boundaries have been included within
the nodal boundaries even though it is greater than a ¼ mile ring, due to the fact the Village node
is an established, mixed-use population center.
FIGURE 3 – NODAL BOUNDARY
Village of Trumansburg
Based on the allocation of 30% of all new residential growth designated for the travel shed
occurring in the Village of Trumansburg node, a total of 98 housing units are anticipated in
association with the mid-range projection, with a total of 191 new housing units anticipated in
association with the high-range projection.
Property Classifications
Village of Trumansburg
Residential
Vacant
Commercial
Community Services
Public Services
Recreation
Industrial
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When considering infrastructure already in place, existing goods and services, and future
employment potentials to maintain the node as a place where people can live, work, and
recreate, it was determined that a reasonable housing to land ratio for the Village of
Trumansburg was 5 units per-acre. Based on the projected population growth and target
development density, approximately 19.6 acres of land would be needed in the Village to support
the mid-range housing units and 38.2 acres of land would be need to support the high-range
population and housing projections.
Within the ¼-mile ring, 13.9 acres of land are currently vacant within the Village and 92.8 acres
are vacant within the ½-mile ring. The required acreage need to support the high-range build out
for the Village could be supported within the ½-mile radius.
Hamlet of Jacksonville
The identified boundaries of the Hamlet of Jacksonville node are shown in Figure 4. The nodal
center is at the intersection of Route 96 and Jacksonville Road around which the ¼ mile nodal
boundary was drawn.
FIGURE 4– NODAL BOUNDARY, ¼ MILE RADIUS
Hamlet of Jacksonville
The Hamlet of Jacksonville node is allocated 20% of all new residential growth in the travel shed
in the Nodal Development Scenario. This results in 65 new housing units (mid-range projection)
and 128 new units (high-range projection) in the Hamlet. Based on the projected population
growth and target development density, approximately 32.5 acres of land would be needed to
support the mid-range housing units and 64 acres of land would be need to support the high-
range population and housing projections.
Within the existing nodal boundaries, approximately 53.1 acres of land are classified as vacant.
The available vacant land could support the mid-range build-out of 65 new housing units on 32.5
Property Classifications
Agricultural
Residential
Vacant
Commercial
Recreation
Community Services
Hamlet of Jacksonville
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acres. However, available vacant land could not support the high-range build-out of 128 housing
units on 64 acres. However, there is the potential to redevelop other parcels and increasing their
density to allow more housing units on existing sites than already exists. This is true for each
node within the Study area, not just Jacksonville.
When considering infrastructure already in place, existing goods and services, and future
employment potentials to maintain the node a place where people can live, work, and recreate, it
was determined that a reasonable housing to land ratio for the Hamlet of Jacksonville was a
minimum of 2 units per-acre. The density in this node is lower due to the fact that only water
service is currently available. Should sewer service become available in this area in the future, the
density of this node may be increased, and less land area would be required to achieve the
projected number of housing units.
Summary of Nodal Development Growth
Table 5 summarizes the distribution of housing units and Table 6 summarizes the land area
requirements for the travel shed and identified nodes.
TABLE 5 – DISTRIBUTION OF HOUSING UNITS
Route 96 Travel Shed and All Nodes
Location Mid-Range Projections High-Range Projections
Total Travel Shed 436 871
Travel Shed - Nodes (75%)327 653
Cayuga Medical Center*164 327
Village of Trumansburg 98 196
Hamlet of Jacksonville 65 131
* If proposed development (106 units) is approved, it would account for 65% of the total mid-range projection for
housing units in the Cayuga Medical Center node.
TABLE 6 – LAND AREA REQUIRED FOR HOUSING UNITS, in Acres
Route 96 Travel Shed and All Nodes
Location Mid-Range Projections High-Range Projections
Total Travel Shed TBD TBD
Travel Shed - Nodes (75%)84.9 170.1
Cayuga Medical Center 32.8 65.4
Village of Trumansburg 19.6 39.2
Hamlet of Jacksonville 32.5 65.5
In developing the projections for each of the nodes it should be noted that any existing
commercial and industrial growth planned for the Town of Ulysses, outside the designated nodal
areas was not considered. In-commuting from areas outside of the travel shed as well as
anticipated moderate growth of the Cayuga Medical Center were also not considered as reliable
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data related to these two items was not readily available. However, it is estimated from available
NYSDOT data that approximately 30% of the traffic destined to the city on Route 96 originates
from areas north of the county line. This will remain the same under both scenarios.
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3.0 TRAFFIC IMPACT ANALYSIS
3.1 Introduction
Existing transportation data collected and documented in Technical Report #1 were used in conjunction
with the Ithaca Tompkins County Transportation Council’s (ITCTC) TransCad model provide input
values and adjustments for calibrating the existing travel demand model to evaluate the existing traffic
volumes within the Route 96 sub-area. Two long-term growth scenarios were evaluated using the model
to generate future (2028) traffic volumes and various measures of effectiveness (MOEs) for comparison
purposes. The following sections document the methodology for projecting future traffic volumes, the
analysis of the future traffic volumes and transportation conditions, and the resulting impacts along the
corridor.
3.2 Trip Demand Estimates
3.2.1.Traffic Volume Modeling and Traffic Impact Analysis
The existing Ithaca-Tompkins County Transportation Council (ITCTC) regional travel demand
model uses population and employment data to generate and distribute trips along the model’s
road network. The trip generation variables used in the model are households in four auto-
ownership groups and three size categories along with four categories of employment for non
central business districts (CBD). The trip distribution model uses a gravity model to estimate
origin/destination tables. The network included all state roads and county roads and other
roadways of major regional significance. The model was developed for the PM peak period only.
The regional model zone system contains 364 internal zones. A review of the regional model
revealed that it was better to run the entire regional model to forecast traffic volumes of the Route
96 travel shed area instead of creating a sub area model.
The consultant team, working and coordinating with Ithaca Tompkins County Transportation
Council (ITCTC), provided inputs and adjustments for calibrating the existing TransCad model
for the Traffic Analysis Zone’s (TAZ’s) included on the Route 96 Travel Shed area. The Travel
Shed on Route 96 includes 25 TAZ’s. In order to account for trips from the existing node at the
Village of Trumansburg, an additional TAZ to the north of the Study area was included (TAZ
179) in this Study. Figure 5 displays a TAZ map on the Route 96 Travel Shed area.
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FIGURE 5 – TRAVEL DEMAND MODEL HIGHWAY NETWORK AND TAZS
Route 96 Study Area
Pertinent employment data from the existing ITCTC regional model were adjusted to calibrate
the model more accurately based on existing traffic count data collected by SRF & Associates in
2008. Two long-term growth scenarios were evaluated using the revised regional model. Future
(2028) traffic volumes were projected for both growth scenarios. Household and employment
projections obtained from the Tompkins County Planning Department for the year 2028 were
used to distribute traffic between the Study area zones. The estimated increase in households and
employment is approximately 871 households and 637 employees within the Route 96 travel shed
for the future 2028 scenario.
Cayuga Medical Center is the major employer in the Study corridor. Information provided by the
Tompkins County Planning Department from the stakeholder meeting held on April 21, 2008
with Cayuga Medical Center projected an employment growth of approximately 200 employees.
The 2028 future ITCTC regional Transcad model was used to estimate the households and
employee data for the Trend Scenario. To compare both scenarios (trend vs. nodal), the difference
between the total future and the total existing household and employment data was assumed to
be the same. In order to balance the projection for 871 households and 637 employees, a
multiplier was used to adjust from the trend scenario numbers within the existing model. The
multiplier is based on difference between the total number of households added in the 2028
future regional model within the 26 study area TAZ’s and the number of households projected
for this Study.
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The household projections (high-range) for the year 2028 under the Nodal Scenario are broken
down to four categories
37.5% (327 households) of the household increase projected at the hospital node was
distributed in the 180, 192 and 235 zones based on the land use and vacant land available.
15% (131 households) of the household increase projected at the Hamlet of Jacksonville
node were distributed in the 161, 162, 167 and 168 zones based on the land use and
vacant land available.
22.5% (196 households) of the household projections were added to Village of
Trumansburg node. The Village of Trumansburg is not included in the study area. The
Village is divided into 8 TAZ’s. However, in order to adjust for trip’s originating from
the Village (north of the study area), TAZ 179 (one of the Village zones) was selected to
apply all of the household and employment data. TAZ 179 only reflects that the trips are
originating from north of the study area.
The remaining 25% (217 households) of the projected population increase was
distributed to the remaining TAZ’s similar to the trend based method using a multiplier.
Table 7 below compares the household and employment data used for each TAZ within the
Route 96 Travel Shed for the year 2028.
TABLE 7 – HOUSEHOLD AND EMPLOYMENT DATA
TAZs, Route 96 Study Area
Household EmploymentTAZExistingTrendNodalExistingTrend Nodal
145 45 62 52 10 12 11
146 47 59 55 0 0 0
147 124 139 145 12 13 13
156 95 117 111 4 4 4
157 44 56 51 74 84 80
158 17 20 20 16 17 17
159 83 94 97 4 4 4
160 26 32 30 0 0 0
161 110 134 164 18 20 61
162 101 119 140 27 29 37
163 37 52 43 59 71 69
164 116 164 135 40 48 43
165 98 120 114 4 4 4
166 49 70 57 10 12 11
167 85 103 94 15 17 16
168 177 210 206 46 50 50
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169 148 170 173 71 76 77
170 118 134 138 231 247 250
180 69 128 118 1154 1486 1382
192 168 216 282 294 303 319
200 89 129 104 40 58 43
235 190 258 354 0 0 135
261 89 125 104 209 264 216
285 79 122 92 180 250 246
288 0 0 0 0 0 0
179 132 374 328 46 130 114
TOTAL 2336 3207 3207 2564 3201 3201
Table 8 shows the household and employment increase for the two nodes (Hospital and
Jacksonville) over the next 20 years.
TABLE 8 – 2028 NODAL HOUSEHOLD AND EMPLOYMENT PROJECTED INCREASES
Cayuga Medical Center and Jacksonville Nodes
Household EmploymentTAZTrendNodalTrendNodal
161 24 54 2 43
162 18 39 2 10
167 18 9 2 1
168 33 29 4 4
Hamlet of
Jacksonville
TOTAL 93 131 10 58
180 59 49 332 228
192 48 114 9 25
235 68 164 0 135
Cayuga Medical
Center
TOTAL 175 327 341 388
Traffic Volume Adjustments for Future Scenarios
The consultant team provided ITCTC with adjustment factors to evaluate the effects of traditional
growth patterns as opposed to a nodal, or more compact mixed-use development. Using
information derived from the Community Transportation Survey, and methodologies provided
by the Institute of Transportation Engineers and the Transportation Research Board, trip
reduction factors were derived to account for the positive effects of compact development under
the Nodal Development Scenario. Vehicular trips can be expected to decrease (when compared to
the Trend Development Scenario) by the following percentages:
x 5% to 10% as a result of increased transit usage
x 2% to 20% as a result of multi-use vehicular trips
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x 2% to 5% as a result of increased bicycle trips
x 5% to 10% as a result of increased pedestrian trips
Taking all of these factors into consideration, overall trip reduction factors were developed for
the two new nodes as well as Trumansburg. At the Cayuga Medical Center and at the
Trumansburg node (TAZ 179) there were overall reductions in trips of 33% and at the
Jacksonville node an overall trip reduction of 25% was used in the travel demand model.
Traffic volumes were then projected 20 years (2028) into the future for each growth scenario. Ten
year traffic volumes were derived from the 20 year traffic volumes as the travel demand model
does not currently provide interim projections. In addition, AM peak hour volumes were
estimated using the same growth projections as the PM traffic volumes.
3.3 Comparison of Traffic Impacts for the Trend and Nodal Growth Scenarios
Various measures of effectiveness (MOEs) were used to compare the impacts resulting from the trend
and nodal growth scenarios. The MOEs and their results are discussed in detail below.
3.3.1.Volume to Capacity Ratio (v/c ratio)
The V/C ratio provides an approximate indicator of the overall sufficiency of the travel roadway
segment. Table 9 below expresses the operational status of the travel roadway segment for
planning purposes using descriptive terms “over”, “at”, “near”, or “under capacity.
TABLE 9 – TRAVEL CHARACTERISTICS – V/C RATIO
Critical v/c Ratio Relationship to Probable Capacity
v/c ǂ 0.85 Under Capacity
0.85 ǂ v/c ǂ 0.95 Near Capacity
0.95 ǂ v/c ǂ 1.00 At Capacity
v/c ǃ 1.00 Over Capacity
Figures 6, 7, and 8 compare “v/c ratio” for 2008 Existing, 2028 Trend, and 2028 Nodal base
scenarios.
Technical Report #2 ROUTE 96 CORRIDOR MANAGEMENT STUDY
FIGURE 6 – 2008 EXISTING CONDITIONS – PM PEAK VOLUME (V/C RATIO)
Route 96 Study Area
Technical Report #2 ROUTE 96 CORRIDOR MANAGEMENT STUDY
FIGURE 7 – 2028 TREND BASE CONDITIONS – PM PEAK VOLUME (V/C RATIO)
Route 96 Study Area
FIGURE 6 – 2028 TREND CONDITIONS – PM PEAK VOLUME (V/C RATIO)
Route 96 Study Area
Technical Report #2 ROUTE 96 CORRIDOR MANAGEMENT STUDY
FIGURE 8 – 2028 NODAL BASE CONDITIONS – PM PEAK VOLUME (V/C RATIO)
Route 96 Study Area
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As shown in the figures above, all links on the Route 96 Study corridor are “under
capacity” during the PM peak hour with the exception of a link near the Cayuga Medical
Center. This link is shown inside a circle under the trend conditions in Figure 7 and
indicates that this link operates at “near capacity” conditions under the 2028 Trend
Growth Scenario. It is noted that this link operates “under capacity” in the nodal
scenario.
3.3.2.Vehicle Miles Traveled (VMT)
PM peak hour VMT is the volume of vehicle travel on the Study corridor (Route 96)
multiplied by the total mileage of the segments. PM peak hour VMT was converted to
yearly VMT on the Route 96 Study corridors. Under the nodal scenario, due to
development occurring primarily at the two nodes (Hospital and Jacksonville) on the
Route 96 corridor, the total miles of travel along Route 96 are expected to decrease
(compared to the trend growth scenario) as shown in Table 10.
TABLE 10 – TRAVEL CHARACTERISTICS - VMT
Route 96 Study Area
Total VMT *
(miles/year)
(in millions)
2008 Current Conditions 28.0
2028 Trend Development 34.8
2028 Nodal Development 32.0
Decrease between Trend and Nodal – Difference in VMT (%
Decrease)
2.8
(8.0%)
* Transcad model is PM Peak only - Total VMT assumes PM Peak is 10% of AADT x 365 days per year
The number of vehicle trips in the Route 96 travel shed area under the nodal scenario in
2028 (32.0 million miles/year) is less than that under the trend scenario (34.8 million
miles/year). This equates to approximately 2.8 million miles (8.0%) fewer VMT between
the trend and nodal growth scenarios each year.
3.3.3.Vehicle Hours of Delay (VHD)
Vehicle hours of delay is a measure of the amount of time it takes to travel a segment
during peak times compared to the time it takes to travel the same segment at the free
flow speed. This measurement provides a general indication of traffic congestion.
Table 11 shows, the total delay that Route 96 will experience in the Study corridor
between the southern boundary of the Village of Trumansburg to the intersection of
Route 96 and Route 13 in the City of Ithaca under 2008 Existing, 2028 trend and 2028
nodal growth conditions during the PM peak hour.
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TABLE 11 – TRAVEL CHARACTERISTICS - VHD
Route 96 Study Area
Link Delay (Minutes)
2008 Current Conditions 35.02
2028 Trend-Based Development 39.02
2028 Nodal- Based Development 36.75
Decrease between
Trend VS Nodal -
Difference (% Decrease)
2.27
(6%)
The total delay on the Route 96 travel shed area under 2028 nodal growth scenario is 2.27
hours less than the trend growth scenario during the PM peak hour. Figures 10 and 11
show the delay in hours along the corridor for each growth scenario during the PM peak
hour.
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FIGURE 9 – 2008 EXISTING CONDITIONS (DELAY IN MINUTES)
Route 96 Study Area
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FIGURE 10 – 2028 TREND BASE CONDITIONS (DELAY IN MINUTES)
Route 96 Study Area
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FIGURE 11 – 2028 NODAL BASE CONDITIONS (DELAY IN MINUTES)
Route 96 Study Area
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3.3.4.Future Traffic Operations Assessment
The projected ten year (2018) and twenty year (2028) future traffic conditions were
analyzed to assess the operations of the roadway network contained in the Study area
under both the trend and nodal growth scenarios. Traffic analysis software, SYNCHRO
(Build 614), which is based on procedures and methodologies contained in the HCM
2000, was used to analyze operating conditions at Study area intersections. The
procedure yields a Level of Service (LOS) based on the HCM 2000 as an indicator of how
well intersections operate. The intersection capacity results are shown in Table 12.
TABLE 12 – INTERSECTION CAPACITY ANALYSIS RESULTS – FUTURE CONDITIONS
Route 96 Study Area
Future 2018 Projection Future 2028 projection
Trend Base Nodal Base Trend Base Nodal BaseIntersection
AM PM AM PM AM PM AM PM
Route 96/Taughannock Park Rd
Eastbound - Rabbit Run Road B C B C C D B C
Westbound – Taughannock Park Rd B B B B C B B B
Northbound – Route 96 A A A A A A A A
Southbound – Route 96 A A A A A A A A
Route 96/Jacksonville Road
Eastbound – Jacksonville Road B C B C C C B C
Westbound - Jacksonville Road B C B C C C C C
Northbound – Route 96 A A A A A A A A
Southbound – Route 96 A A A A A A A A
Route 96/Perry City Road
Eastbound - Perry City Road C B C B C B C B
Westbound - Perry City Road C C C C C C C C
Northbound – Route 96 A A A A A A A A
Southbound – Route 96 A A A A A A A A
Route 96/Cayuga Medical Center(S)
Eastbound – Overlook B A B A B A B A
Westbound - Cayuga Medical Ctr C C C C C C C C
Northbound – Route 96 A B A A A B A B
Southbound – Route 96 A A A A A A A A
Overall LOS/Delay in sec/veh A(6.2) B(12.6) A(6.0) B(12.2) A(6.6) B(13.7) A(6.2) B(12.7)
Route 96/Route 89(S)
Eastbound – Route 96 C B C B C B C B
Westbound - Route 96 B B B B B B B B
Northbound - Route 89 C D C D C D C D
Southbound -S Route 89 B C B C B C B C
Overall LOS/Delay in sec/veh C(20.3) C(20.3) C(20.3) C(20.3) C(20.5) C(20.6) C(20.5) C(20.6)
(S) = signalized (i.e. traffic signal)
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All Study intersections are projected to operate at levels of service equal to or better than
average capacity levels (LOS “C”) with the exception of these two approaches.
x Eastbound approach at Route 96/Taughannock Park Rd intersection during PM
peak hour under trend base twenty year (2028) future conditions which is
projected to operate at LOS D,
x Northbound approach at Route 96/Route89 intersection during both peaks under
all scenarios which is projected to operate at LOS D.
The following intersection approaches improve in levels of service under the nodal base
scenario compared to the trend base scenario
x Route 96/Taughannock Park Road intersection - Eastbound approach during
both peaks and westbound approach during the AM peak hour under 2028
future conditions
x Route 96/Jacksonville Road intersection - Eastbound approach during the AM
peak hour under 2028 future conditions
x Route 96/Cayuga Medical Center intersection - Northbound approach during the
PM peak hour under 2018 future conditions
It is noted that the level of service results for the AM peak hour on the eastbound
approach to the Route 96/Route 89 intersection are not reflective of actual operating
conditions at this intersection. The travel time surveys and video indicate that motorists
on the eastbound Route 96 approach are significantly delayed during the AM peak hour
due to queuing from the upstream intersections which is beyond our scope to modify the
regional model for this Study. However, comparing the two growth scenarios under the
same condition results is no change in LOS during the AM peak hour on the eastbound
approach.
Total Greenhouse Gas Emissions
The Clean Air and Climate Protection (CACP) Software was used in order to estimate the
total greenhouse gas emissions under existing, future trend and nodal growth scenarios.
The CACP software using the VMT output from the travel demand model as the input
value for calculations. CACP software uses a passenger vehicle fleet average mile per
gallon (mpg) figure to calculate fuel use and thus, greenhouse gas emissions.
CACP software estimates the following air pollutants based on the VMT estimated from
the TransCAD model:
CO2:Carbon Dioxide
NOx:Oxides of nitrogen, primarily NO2
SOx: Oxides of Sulfur, primarily SO2
CO: Carbon Monoxide
VOC: Volatile Organic Compounds
PM: Particulate Matter
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The software quantifies the benefit of actions that have the effect of avoiding or reducing
carbon dioxide equivalent (ECO2) greenhouse gas emissions. CO2 equivalent is a
common unit that allows emissions of greenhouse gases of different strengths to be
added together and allows each greenhouse gas to be weighted according to its relative
contribution to global climate change. For example, methane and nitrous oxide are much
less abundant than carbon dioxide in the atmosphere, but because they have a greater
potential to impact global climate change, conversion into ECO2 accords them much
more weight than their abundance may suggest. All outputs from the CACP software
used in the table below are in units of metric tons of ECO2.
Table 13 summarizes the air pollutants obtained from the CACP software for the
Existing, 2028 trend and 2028 nodal growth conditions.
TABLE 13 – AIR POLLUTANTS
Route 96 Study Area
Total Greenhouse gas emissionsTotal VMT
(miles/year)
(in millions)ECO2**
(tons)
NOx
(tons)
Sox
(tons)
CO
(tons)
VOC
(tons)
PM10
(tons)
2008 Current
Conditions 28.0 18,314 61 3 485 50 2
2028 Trend-Based
Development 34.8 22,729 76 4 602 62 2
2028 Nodal- Based
Development 32.0 20,901 70 4 553 57 2
Decrease between
Trend VS Nodal -
Difference (%
Decrease)
2.80
(8.0%)
1828
(8.0%)
-6
(7.9%)
0
(0%)
49
(8.1%)
5
(8.1%)
0
(0%)
** ECO2 = CO2 + CH4 + N2O
The total air pollutant and greenhouse gases are approximately 8% lower under the
nodal scenario compared to the trend growth scenario.
3.4 Travel Time and Safety Impacts (aka Access Management)
Access management is a comprehensive approach to improving corridor safety and access.
Transportation systems are designed to complement existing and future land uses along the
roadways. As a result, improved access and movement are achieved in a manner that respects the
surrounding community and its plans for future development. Access management does more
than preserve the safety and efficiency of travel. Well-designed access systems can help preserve
community character, advance economic development goals, and protect the substantial public
investment in roads and highways.
Whether it is applied to a single intersection or an entire region, access management is designed
to address several key issues: safety; access to goods and services; efficiency of travel; economic
impact. When each of the key issues is examined, it is important to consider their relationship to
one another and their collective impact on the surrounding communities. Connectivity is an
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important aspect of access management. In addition to affecting how well motorists and
pedestrians can access their respective destinations, access management is also inherently tied to
a community’s vision, sense of place and future success.
While Access Management techniques that might be appropriate in the Study area are further
discussed in section 5.4.4., the following section compares the impacts of access changes resulting
from the trend and nodal growth scenarios on safety and travel time within the corridor.
Safety
Safety is one of the primary goals of good access management. The safety of motorists
and pedestrians is affected primarily by traffic speed and conflicts. Traffic conflicts occur
when the paths of vehicles and pedestrians intersect. Merging, diverging, stopping,
weaving or crossing movements create conflict points. As conflict points increase, driving
conditions become more complex and drivers and pedestrians are more likely to make
mistakes and have collisions. Figures 12 and 13 illustrate the typical vehicular conflict
points present in three and four-way intersections, respectively. These diagrams do not
factor in pedestrian and bicycle movements, which would only further complicate the
driving conditions.
FIGURES 12 and 13 – CONFLICT POINTS
Three and Four Point Intersections
Using the Impacts of Access Management Techniques (IAMT) Calculator created by the
Transportation Research Board, potential increases in accident rates for each growth
scenario can be calculated and compared. The Route 96 corridor is divided into segments
based on the locations of changes in posted speed limits. The following assumptions are
made to provide input values in the Calculator:
x Access Density – under the Trend growth scenario, the number of driveways in
each segment along Route 96 is increased by 10%. Under the nodal scenario
driveways are only added in the segments that include the new nodes.
x Signal Density – no new traffic signals are assumed under the trend growth
scenario as the driveways and traffic volumes will be spread out and unlikely to
support the need for a traffic signal. One new traffic signal was added at each of
the two nodes under the nodal development scenario.
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x Speed Limit – No changes to speed limits are assumed under the trend growth
scenario, the speed limits in the segments adjacent to the two nodes were
reduced by 10 mph under the nodal scenario.
The analysis results from the IAMT Calculator estimate that the future accident rate per
segment of Route 96 under the nodal scenario from 2-12% lower than under the trend
growth scenario as shown in Table 14.
Travel Time
The IAMT Calculator can also be used to evaluate the impacts of the two development
scenarios on travel times in the corridor. Table 14 also shows the travel time in minutes
per mile for each segment and for the entire corridor. The travel time rate under the
nodal scenario is approximately 12% to 15% higher in each direction than under the
trend growth scenario as a result of two new traffic signals located at the Jacksonville and
Medical Center nodes. It should be noted that while this calculator does not necessarily
provide an exact estimate of the corridor travel time, it does provide an accurate
comparison of the differences between the two scenarios.
Technical Report #2 ROUTE 96 CORRIDOR MANAGEMENT STUDY
Northbound
Free-Flow Rate (min/mi)Travel Time Rate (min/mi)Speed Output (MPH)
Accident Rate
change
Trend Nodal Trend Nodal Trend Nodal Trend Vs. Nodal
Fulton St. to Rt. 89 2.00 2.00 9.70 9.99 6.20 6.00 -2%
Rt. 89 to Williams Glen Rd.2.00 2.00 3.02 2.94 19.80 20.40 -3%
Williams Glen Rd. to Cayuga Medical Center 1.33 1.33 1.96 1.89 30.60 31.70 -5%
Cayuga Medical Center to Perry City Rd.1.09 1.33 1.65 1.88 36.30 31.90 -12%
Perry City Rd. to Cole Grove Rd.NA NA NA NA NA NA -4%
Cole Grove Rd. to Jacksonville Rd.NA NA NA NA NA NA -6%
Jacksonville Rd. to Cold Springs Rd.NA 1.71 NA 2.45 NA 24.50 0%
Cold Springs Rd. to Taughannock Park Rd.NA NA NA NA NA NA -6%
Taughannock Park Rd. to South Village Line NA NA NA NA NA NA -4%
Total 6.42 8.37 16.33 19.15
Southbound Free-Flow Rate (min/mi)Travel Time Rate (min/mi)Speed Output
Accident Rate
change
Trend Nodal Trend Nodal Trend Nodal Trend Vs. Nodal
Fulton St. to Rt. 89 2.00 2.00 7.76 7.13 7.70 8.40 -2%
Rt. 89 to Williams Glen Rd.2.00 2.00 2.71 2.62 22.10 22.90 -3%
Williams Glen Rd. to Cayuga Medical Center 1.33 1.33 1.74 1.68 34.50 35.70 -5%
Cayuga Medical Center to Perry City Rd.1.09 1.33 1.19 1.54 50.50 39.10 -12%
Perry City Rd. to Cole Grove Rd.NA NA NA NA NA NA -4%
Cole Grove Rd. to Jacksonville Rd.NA NA NA NA NA NA -6%
Jacksonville Rd. to Cold Springs Rd.NA 1.71 NA 2.32 NA 25.80 -2%
Cold Springs Rd. to Taughannock Park Rd.NA NA NA NA NA NA -6%
Taughannock Park Rd. to South Village Line NA NA NA NA NA NA -4%
Total 6.42 8.37 13.40 15.29
NA = The software does not provide a travel time calculation where there are no traffic signals.
TABLE 14 – TRAVEL TIME AND FUTURE ACCIDENT RATE
Per Segment
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4.0 CORRIDOR LIVABILITY AND QUALITY-OF-LIFE
4.1 Overview
Twelve (12) Measures of Effectiveness, or Livability Benchmarks, were developed as a means by which to
consider and rank specific quality of life issues along the corridor under both the Trend and Nodal
Development Scenarios. The measures of effectiveness were determined based on feedback generated by
the community through the Residential Community Survey and from public comments received at the
Public Information Meeting and Focus Group Meetings. Issues which were rated as high, as well as
positive aspects of life on the corridor, were incorporated into the following list. Both the survey and
information received at the various public meetings are summarized in further detail in Technical Report
#1 of the Route 96 Corridor Management Study.
4.1.1.Measures of Effectiveness (MOEs)
Each of the Measures of Effectiveness are identified below and are followed by a brief summary
outlining how they are intended to be used when being considered in association with each of the
development scenarios.
Speeding
Implications of speeding to be identified with potential for remedying problem areas based on
alternative development patterns.
Traffic Volume
Review of current volume versus projected volumes under each scenario. Consider impacts of
other factors, such as likelihood of transit use, inter-nodal trips, etc. Bus and truck traffic impacts
to be considered.
Convenience
Consider distance to standard and daily amenities, such as supermarkets, transit, shopping,
community facilities, restaurants, recreation.
Rural and Scenic Character
Identify impacts of development scenarios related to current land use patterns, character of area,
scenic viewsheds, etc.
Commute Time
Consider changes to commute time based on other determined factors, such as traffic volumes.
Access Density
Consider how to address access and identify whether access density will improve or be worsened
under each development scenario. Analysis will consider impacts of access density on drive time,
accident potentials, delays exiting driveways, etc.
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Noise
Consider impacts of noise based on traffic projections.
Connectivity
Identify connections within nodes and to surrounding nodes, as well as connections to
destinations under Trend Development Scenario. Compare results.
Transit
Compare distance to transit service and resulting frequency of service. Identify availability and
accessibility to significant number of people.
Pedestrian Safety
Consider number of designated pedestrian crossings and ability to cross roads safely. Ability to
implement designated pedestrian paths and sidewalks
Design Guidelines
Identify impacts that design guidelines may have on character of corridor. Consider ability to
implement design guidelines and types that may be appropriate.
Accident Rates
Identify traffic calming or other safety measures to help reduce accident rates.
4.1.2.Methodology
Each of the Measures of Effectiveness have been ranked against each development scenario to
determine which development pattern would have fewer negative implications on those living
along, and using, the Route 96 corridor.
For both development scenarios, each Measure of Effectiveness has been given a ranking of 1
(one) – 5 (five). A score of 1 (one) would indicate very poor livability, while a ranking of 5 (five)
would indicate high or positive livability. A rank of 3 (three) would indicate average or no
impact on livability along the corridor. This methodology assumes that all Measures of
Effectiveness are equally important for deliberation when considering the impacts associated
with each development scenario.
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4.2 Ranking Exercise
Table 15 identifies the overall ranking and scoring for both the Trend and Nodal Development Scenarios,
accompanied by narrative descriptions and supporting information. The ranking was based on projected
conditions under a 20-year timeframe / build out scenario.
TABLE 15 – MEASURES OF EFFECTIVENESS RANKING
Trend and Nodal Development Scenario
Livability Ranking (1 - 5)Measure of Effectiveness
Trend Nodal
Speeding 1 4
Traffic Volume 1 3
Convenience 2 3
Rural and Scenic Character 1 4
Commute Time 1 4
Access Density 1 4
Noise 2 3
Connectivity 2 5
Transit 2 4
Pedestrian Safety 1 5
Design Guidelines 4 4
Accident Rates 1 3
TOTAL 19 (of 60)46 (of 60)
As indicated in Table 15, the Trend Development Scenario achieved a total ranking of 19 points and the
Nodal Development Scenario received a ranking of 46 points. A summary and explanation for how the
ranking was achieved for each Measure of Effectiveness is included below, including potential impacts.
Speeding
Speeding was the number one issue identified in the Residential Community Survey. The Trend
Development Scenario would not provide any possibility for speed reduction, as it would not be
warranted using NYSDOT guidelines. The Nodal Development Scenario, on the other hand, creates
defined nodes along Route 96 where the introduction of greater density and activity more readily
supports reduced speed limits. This scenario would likely meet DOT guidelines warranting reduced
traffic speeds, particularly upon entry, traveling within, and when exiting the nodal areas.
The Nodal Development Scenario achieved a rank of 4 based on its effectiveness at controlling and
reducing speeds. The Trend Development Scenario achieved a rank of 1 because it does not address
speed reduction.
Traffic Volume
The Trend Development Scenario provides few opportunities for enhancing the built environment as it
continues an existing development pattern that allows for haphazard development along the Route 96
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corridor. As a result, this type of development promotes widely spaced individual driveways and a lack
of land use integration and internal connections, which result in greater traffic volumes.
The Nodal Development Scenario provides a greater opportunity to enhance the built environment which
in turn influences travel choices. Residents with shorter walk and bike times to and from destinations,
(e.g. shopping, work, recreation) are more likely to walk and bicycle. People traveling through higher-
quality environments are more inclined to utilize non-motorized means of travel. The Nodal
Development Scenario promotes the creation of high quality mixed use, compact development which
promotes internal trips (i.e. people can live/work/shop in one location), alternate travel modes both
within the node and to external destinations (e.g. walk, bicycle, transit), and results in a reduction in the
overall volume of traffic added to the adjacent highway network.
The Nodal Development Scenario achieved a rank of 3 based on its potential effectiveness at reducing
traffic volumes along Route 96. The Trend Development Scenario achieved a rank of 1, as it is essentially
a continuation of existing traffic volumes multiplied by a greater population. Today, traffic volume is
already rated as the second biggest issue along the corridor according to the results of the Residential
Community Survey.
Convenience
Under the Trend Development Scenario, daily conveniences such as drug stores, grocery stores, gas
stations, shopping, restaurants, and recreation are all within a moderate drive from residences on the
corridor. The Village of Trumansburg and City of Ithaca, at either end of the corridor Study area, offer the
amenities needed by residents on a regular basis. However, under the Trend Development Scenario, few,
if any, of these conveniences are within walking distance. If they are located within a distance that
someone might feel comfortable walking or biking to, there are limited means to get there due to a lack of
non-vehicular connections. Community recreation areas would continue to be located in outlying areas of
the corridor and require residents to drive to them.
In the Nodal Development Scenario, it is anticipated that some concentration of retail and employment
uses would be located within each node. Although non-residential growth would likely be limited until a
population base has been established to support ancillary uses, there is short-term potential that smaller
retail establishments could be developed as part of a residential development plan. In the long-term,
there is significant potential for retailers, employers, and recreational uses to be sited in the nodes. As a
result, the convenience for residents to these various uses is significantly enhanced due to the immediate
proximity of these uses. Ancillary supporting uses would be within walking distance (1/4 mile – 1/2 mile)
and designated multi-use paths would be available for use by residents within the nodal area. As a result,
the convenience enjoyed by residents in a compact, nodal development increases because they are
ultimately spending less time and money in order to enjoy the everyday amenities and services which
they need. Nodal development also is characterized by the creation of community green spaces and
gathering areas. Under the nodal development scenario, a community park or open space would ideally
be located no more than ¼ mile from any residence, resulting in the ability for more residents to enjoy
outdoor recreation.
Proximity to goods and services is enhanced under the nodal development scenario, as it is anticipated
that a variety of goods and services would ultimately be provided within each node, requiring fewer
outside vehicular trips. Goods and services may also be within walking distance, as a result they would
not require personal vehicles to access daily conveniences. For these reasons, the nodal development
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scenario received a higher livability ranking for “convenience” than the Trend Development Scenario,
with a ranking of 3 and 2, respectively.
Rural and Scenic Character
The continuation of a Trend Development Scenario along Route 96 has the potential to have a significant
impact on the rural and scenic beauty which characterizes the corridor. Views to the eastern shore of the
lake, to woodlots, and across open farmlands are distinguishing features of the corridor. If conventional
development were to continue to occur as it has in the past, for the next twenty years, there would be
more fragmentation of the natural features currently enjoyed by residents and visitors. New buildings
and developments would consume open space and farmland along the road, or result in the destruction
of wooded areas which would need to be cleared for the construction of new buildings. In a trend
scenario, there would be few restrictions or limitations on where this new development might occur, and
as a result, large amounts of land along the corridor could be developed, with very little benefit to the
greater community.
The nodal development scenario strikes a balance between allowing growth to occur along the corridor
over the course of the next twenty years and protecting the unique resources and attributes that define
the corridor today. By concentrating future development in designated nodes where there are no
significant environmental or agricultural resources, areas located between the nodes are protected. As a
result, existing scenic viewsheds, farmlands, woodlots, and other natural resources are provided a greater
level of protection from destruction as a result of development and new construction. The concentration
of development within the nodes would limit the impacts to these sensitive and unique features by
minimizing the amount of new development occurring between nodal centers.
Persons interested in new residential developments, single family homes, commercial and business uses,
and recreational service providers are not prohibited from building along the corridor, they are just
guided to certain areas. Understanding that personal property rights may not prohibit any new
development from occurring outside the nodes is tempered by the fact that the majority of development,
through land use regulation updates in each of the Towns and City, can be focused in Trumansburg,
Jacksonville, or around the Cayuga Medical Center. The Nodal Development Scenario achieved the
highest possible ranking in this category due to its effectiveness in preserving the unique rural and scenic
qualities that have historically drawn residents and visitors to the corridor.
Figure 14 shows the existing agricultural land and forest land along the corridor, with agricultural lands
identified in tan and forest lands identified in dark green. Under the Trend Development Scenario,
development could occur haphazardly along the corridor, resulting in a significant reduction in natural
and agricultural lands. As a result, the Trend Development Scenario achieved a rank of 1 and the Nodal
Development Scenario achieved a rank of 4.
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FIGURE 14 – AGRICULTURAL LANDS AND FORESTED LANDS
Route 96 Corridor
Commute Time
Commute time increases as the amount of travel friction, i.e. number of traffic signals, driveways, turning
vehicles, and traffic volume, on Route 96 increase. Increased travel friction and traffic volumes typically
result in increased delay, lower speeds and ultimately increased travel times.
When considering land use changes associated with each development scenario, commute time under the
Trend Development Scenario would continue to steadily increase over the next twenty years in
association with development and population increases. Under this scenario, the number of driveways,
turning vehicles, and traffic volume would increase and as a result, commute time would also increase.
Under the Nodal Development Scenario, curb cuts are reduced, traffic speeds have the potential to be
reduced, and traffic volume is lowered as people choose to either make trips within the node or select
alternative modes of transportation. As a result, commute times would typically decrease.
Considering the traffic and land use changes that will result from each type of development scenario, the
Nodal Development Scenario achieved a rank of 4 and the Trend Development Scenario achieved a rank
of 1.
Access Density
The frequency or density of access points along Route 96 directly impacts the generation of traffic, total
vehicular movements, and the number of pedestrian and vehicular conflicts. As the number of access
points increases, accident rates increase, vehicular and pedestrian conflicts increase, and speeds and
travel times decrease.
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The Trend Development Scenario will result in a significant number of additional access points, thus
increasing the potential for accidents and vehicular and pedestrian conflicts. In contrast, the Nodal
Development Scenario will significantly limit the number and location of new access points along the
Route 96 corridor.
Based on the above findings, the Nodal Development achieved a rank of 4 and the Trend Development
Scenario achieved a rank of 1.
Noise
Noise along the corridor is typically generated by passing traffic, including vehicles, trucks, and busses.
Traffic volumes, as indicated above, are higher for the Trend Scenario than the Nodal Scenario. The
Nodal Development Scenario identifies fewer vehicular trips due to the increased use of alternative
modes of transportation and internal trips. A reduced number of vehicular trips along the roadway
effectively reduces the amount of noise that is being created and impacting adjoining residences.
Based on the above findings, the Nodal Development achieved a rank of 3 and the Trend Development
Scenario achieved a rank of 2.
Connectivity
Trend development is defined by its heavy reliance on personal
vehicles. Connectivity is largely by a complex road network which is
intended to help transport vehicles from one destination to the next.
Sidewalks and non-vehicle oriented connections are typically limited
to larger-scale developments, such as a residential subdivision or
employment center, such as the Cayuga Medical Center. There is
typically little, or no consideration given to connections between
these types of development. Building on past trends associated with
this development pattern, it can be assumed that few new
connections would be created over the next twenty years. While
some regional trail initiatives are in progress that could help to
create new connections, such as the Black Diamond Trail, the lack of
concentrated population centers would make it difficult to define
entry points and create trailhead enhancement areas that would be
used enough to justify the investment in them. The very character of
Route 96 today is conducive to car and truck traffic and unless major
modifications were made to the roadway, it would not likely become
a desirable, attractive, and safe option for heavy pedestrian usage.
The distance from one destination to another would continue to be
greater than ¼ mile, the standard threshold that has been established
as a comfortable distance for pedestrians.
When considering a Nodal Development Scenario, connectivity is a
critical aspect of the design approach and one of the overarching
goals and objectives for undertaking this type of design strategy. A
nodal development scenario provides for designated connections for
transit, personal vehicles, pedestrians, and bicyclists. Connections
are both internal between residential, recreational, and commercial
A combination of informal (above) and
formal (below) pedestrian connections
contribute to an attractive and desirable
neighborhood setting.
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areas, as well as between nodes, whether along the roadway or through the creation of connections to off-
road, multi-use trails. The concentration of population within the nodes makes entry enhancements to
off-road trails more feasible. A greater number of connections, for a wider variety of users, also has
indirect, positive impacts including environmental and health benefits.
Connectivity, especially as it relates to pedestrians and bicyclists, is enhanced under the nodal
development scenario. A concentration of people allows for additional transit opportunities. Inter-nodal
connections, including sidewalks and formal walkways, will connect to regional trails and path networks,
ultimately providing connections between each of the nodes. Because fewer connections are viable under
the Trend Development Scenario, the nodal development scenario was assessed a higher livability
ranking with regards to connectivity. The Trend Development Scenario achieved a rank of 2 and the
Nodal Development Scenario achieved a rank of 5.
Transit
Existing transit service along the corridor includes bus stops in the Village of Trumansburg, Jacksonville,
and Cayuga Medical Center. In addition to designated bus stops, TCAT provides “flag and stop” service
which allows pedestrians along the corridor to flag down a passing bus anywhere between the Village
line and the City line. Transit ridership is moderate along the corridor and Tompkins Consolidated Area
Transit (TCAT) does not currently have plans for expanding services along Route 96. Trend
Development Scenarios would not result in population centers outside of the Village that would create a
clear argument or need for additional bus stops and service enhancements. The Trend Development
Scenario scores low for this measure of effectiveness because the development pattern does not lead to
increased transit usage, does not offer shorter distance to transit for the average resident, and does not
provide for increased frequency or transit options for the average resident. The accessibility to transit
service would remain similar as it exists today.
A nodal development scenario has the ability to warrant improvements to the transit system because it
offers a significant concentration of people that may potentially use the system. The concentration of
people residing within a node improves accessibility to transit for a greater number of people. As a result,
availability of transit may improve, the frequency of transit may improve, and the distance to which
people need to travel to a transit stop is reduced because the majority of riders live in the node in which
they are seeking transit service. Park-and-ride lots also become a reasonable consideration in the nodes
because the population is there to help support their use.
When considering transit and how it would be impacted under each scenario, the Trend Scenario
achieved a rank of 2 and the Nodal Scenario achieved a rank of 4.
Highly utilized transit stops may
include a building with amenities,
such as restrooms and newsstands
(far left). Smaller stops can be
incorporated into the architecture of
a building, and still offer shelter and
relief from the elements (left).
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Pedestrian Safety
High traffic volumes and vehicles traveling at higher speeds have the potential to negatively impact
pedestrian safety. Under the Trend Scenario there are likely to be fewer pedestrian crossings along Route
96, fewer traffic signals to identify safe times for pedestrian crossing, and a greater number of access
points, which increases potential vehicle/pedestrian conflicts. Figure 15 shows the potential impacts of
access points as it relates to pedestrian safety issues.
The Nodal Development scenario provides for fewer driveways and points of conflict along Route 96
which concentrates traffic volumes and increases the potential need for a traffic signal. Signalized
pedestrian crossings improve pedestrian safety. In addition, the Nodal Development Scenario provides a
compact development which allows for internal pedestrian travel and reduces the need for pedestrians to
access or travel along Route 96. The rankings result in 1 for the Trend Development Scenario and 5 for the
Nodal Development Scenario.
Design Guidelines
Design guidelines will have a positive impact on both development scenarios. Design guidelines, under
the Trend Development Scenario, could help to minimize impacts associated with scattered, road
frontage development styles by creating specific criteria for building size including width and height,
placement on the site, materials, relationship to surrounding sites, landscaping, placement of parking and
/ or support facilities, in addition to other design considerations. Specific design guidelines and criteria
would seek to mitigate impacts from development on viewsheds, farmlands, and environmental
resources.
Design guidelines under the nodal development scenario would have similar benefits though may go one
step further by being individualized for each of the nodes, allowing the character and history of each
specific node to be recognized. For instance, design guidelines in Jacksonville may build on the historic
FIGURE 15 – IMPACTS OF ACCESS DENSITY ON SAFETY
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Hamlet character and charm which exists today and require a limited scale of building that is compatible
with today’s development.
Design guidelines under either scenario
would be most beneficial if
implemented through a partnership
between the Town of Ulysses, Town of
Ithaca, and City of Ithaca. All three
entities would need to work together to
develop design guidelines and
individually incorporate them into their
own land development or zoning
regulations. Similar design guidelines
for the corridor would help to give
Route 96 a cohesive character. Due to
the fact that design guidelines could
improve development quality under
either scenario, they both achieved a
ranking of 4.
Accident Rates
In a national Study done by the Transportation Research Board, crash data showed a strong relationship
between the number of access points per mile and the crash rate. There are generally 2.1 times more
crashes when the number of access points increases from 10 to 40 per mile.
In the Trend Development Scenario, a greater number of access points has the potential to translate into
more accidents and greater delays. There have also been recent studies that indicate that per capita traffic
fatality rates are higher in trend (sprawling) development areas than areas where more compact mixed-
use development occurs. This is likely a result of the need for greater vehicle travel in trend
developments as well as an increase in elderly and teen driving and higher travel speeds and traffic
volumes.
Increasing the spacing between access points and providing greater separations of conflicts is possible
under the Nodal Development Scenario and will reduce the number and variety of events to which
drivers must respond. This translates into fewer accidents, as well as shorter delays.
The Nodal Development Scenario receives a rank of 3 because it has the potential to reduce the number of
access points on the corridor, thus reducing the accident rate. The Trend Development Scenario received
a rank of 1 because of the increased access points that would occur in the development scenario and its
implications on accident rates.
Design Guidelines and Standards can enhance and improve the aesthetic
character of a development and ensure it meets the goals and objectives of the
community
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4.3 Summary of Results
Using the Measures of Effectiveness as a benchmark for determining the impacts of two types of
development patterns on the quality of life within the Study area, it was determined that the Nodal
Development Scenario has fewer negative impacts, and more overall positive impacts, on livability.
Using the unweighted ranking system described above, the Nodal Development Scenario achieved a total
of 46 points and the Trend Development Scenario achieved a total of 19 points.
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5.0 OPPORTUNITIES AND CONSTRAINTS ANALYSIS
5.1 Introduction
The Opportunities and Constraints Analysis is intended to provide an overview of the potentials and
limitations are for traffic and development along the corridor as related to each development scenario.
This section of the Study also discusses strategies for minimizing traffic growth and addressing any
negative implications associated with traffic growth.
5.2 Identification of Opportunities and Constraints
5.2.1.Trend Development Scenario
OPPORTUNITIES
The following opportunities / benefits are associated with a trend style of development:
x Requires few, if any, modifications to existing zoning and land use regulations.
x Provides greater perception of individual privacy.
x Commonplace in the market and therefore, a known commodity.
x Requires the same amount of municipal services.
CONSTRAINTS
As noted in the 2004 Tompkins County Comprehensive Plan, if past growth patterns are a model
for future growth both within the County and along the corridor, expected implications include:
x Loss of population in centers, such as villages and city.
x More development along road frontages and in rural areas.
x Increased traffic along rural roads and urban centers.
x Increased taxes and fees associated with population sprawl for municipal services.
x Loss of agricultural lands, environmental resources, open space, and rural character.
x Increased number of personal vehicles and increased time spent in cars.
Additional constraints associated with a trend development may include:
x Sense of unique place for the region is lost.
x Potential impacts on tourism market as region no longer has a special, unique appeal.
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5.2.2.Nodal Development Scenario
OPPORTUNITIES
The nodal development scenario offers compact, multi-use community centers that have the
potential to offer existing and future residents social, environmental, economic, and health
benefits. Opportunities and benefits associated with this type of development pattern are
summarized below:
Social / Community
x Provides options that reduce the amount of time that people choose to spend in their cars.
x Offers shopping, conveniences, parks, and housing in close proximity to one another,
resulting in more people and activity on the streets and in the parks and public spaces. When
people are out they are more likely to gather and interact.
x Enhances the opportunities for community interaction.
Environmental
x Focuses development in areas with greatest infrastructure capacity.
x Reduces traffic volumes and sprawl, which, as a result, preserves and protects valuable
agricultural land, environmental resources, and open space areas within the Town of Ulysses,
Town of Ithaca, and City of Ithaca.
x Integrates natural areas, creeks, and surrounding views and open to provide residents with
additional recreation areas and greenways.
x Reduces the number of vehicular trips that people are making, resulting in cleaner air.
x Creates opportunities for special grant funding for sustainable community planning and
design – environmentally friendly buildings, bicycling and pedestrian features, or some type
of green infrastructure could be made available and offset development costs.
Economic
x Creates economic opportunities for municipalities, developers, and residents. Concentrated
development reduces municipal costs and allows developers to increase densities, thus
reducing their costs. Lower taxes and lower purchase prices are spin-off benefits to buyers.
x Reduces infrastructure costs for municipalities by targeting growth.
x Allows developers to build more housing units, commercial structures, or other uses on a
smaller area of land, therefore concentrating resources and requiring less land be purchased
up front.
x Supplying a mix of housing types can stabilize a development by broadening the potential
market base.
x Increases values of housing units because people understand the benefit of being close to
businesses, shopping, and transportation alternatives.
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Health
x Offers access to multiple destinations without a car, resulting in access that is more realistic
for a wider range of people.
x Establishes a net community health benefit as more people walk and cycle to destinations.
x Promotes an active lifestyle, resulting in reduced medical costs, reduced obesity rates, and a
reduction in stress levels.
CONSTRAINTS
The following constraints and/or issues may be associated with a Nodal Development Scenario:
x Create communities within the larger communities. This can result in a sense of place
that in some instances may be perceived as separate from the surrounding
community.
x Population density may not be large enough, especially in looking at 10-20 year
estimates, to support the ancillary uses that are desired to make nodes place to live,
work, shop, and recreate. Additional commercial and restaurant uses in Jacksonville
and possibly at the Cayuga Medical Center may not be realistic in the next twenty
years unless densities approach 8-10 units per acre.
x High cost of infrastructure to initiate development.
x Limited buy-in and acceptance from community - there are limited examples of this type of
development in the regional marketplace.
x Requires new and improved regulations to ensure vision is implemented.
x Requires greater level of training for Planning Boards and Zoning Boards of Appeal.
x Upfront planning and design costs may be required, in part, by the municipalities or County
government.
x Possible need for increased capacity for planning staff in the Town of Ulysses.
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5.3 Preferred Development Scenario
The identification of a preferred development scenario for the Study area is based on findings from the
Traffic Impact Analysis, Measures of Effectiveness Exercise, and Opportunities and Constraints Analysis.
Based upon this information, the Nodal Development Scenario will have a greater chance of success to
enhance the quality-of-life of residents and mitigate associated traffic impacts.
Nodal development is considered a viable option because it furthers the objectives of the communities
and organizations involved in the planning process. A Nodal Development Scenario for the corridor also
supports the principles, policies, and actions incorporated in the 2004 Tompkins County Comprehensive
Plan. Specifically, the plan states “The development patterns reflected in the existing villages, Hamlets,
and the City of Ithaca’s downtown area and neighborhoods should be promoted as key components of
the built environment that greatly contribute to the vitality of the local economy and community life”. A
Nodal Development Scenario fully supports the identified policies within the County Comprehensive
Plan.
By concentrating development and uses in designated areas of the corridor, the Nodal Development
Scenario encourages the reuse and rehabilitation of existing infrastructure while minimizing future
extensions, conserves land, minimizes need for expanding infrastructure, opens opportunities for a
greater variety of transportation options, promotes a stronger tax base, reduces development pressures in
rural and open space areas, and creates a strong sense of place and community. The Nodal Development
Scenario can increase the quantity and quality of accessibility of open space, enhance land conservation,
and promote development that is respectful of the area’s natural resources and agricultural lands.
The residential density provided in a nodal development, especially in a rural community, is critical. In
addition to providing additional opportunities for pedestrian and bicycle movement, the increase in the
number of residents in one designated area improves the viability of public transportation, specifically
TCAT bus and van services within the Study area. Once a mix of uses has been established within each
of the nodes, there is also the potential for trip reductions because people living in the nodes will have the
opportunity to shop and work within the node.
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5.4 Techniques for Advancing Preferred Development Scenario
This section provides broad recommendations and techniques that will serve as the foundation for the
capital, operational, and regulatory implementation projects described in Technical Report #3.
5.4.1.Design Principles for Nodal Development
In order for the preferred nodal development scenario to be implemented within the Study area,
each of the individual communities will need to pledge to promote this type of development.
Design and land use regulations will need to be developed which require future development to
adhere to the goals and principles associated with this pattern of new growth. Together, a series
of design principles should be established that can help further the nodal development pattern of
growth. The following can provide a framework for Nodal Development Design Principles:
x Plan nodes based on a ¼ mile radiating from the central core. Mixed use, transit, and
higher density housing should be at the core with reductions in density as distance
increases from the center.
x Create residential areas that offer a variety of densities and styles. Ensure a range of
housing price points to ensure affordable and higher end residences.
x Provide access to active and passive open spaces within 1000’ of every residence.
x Provide basic streetscape amenities to make walking a desirable alternative for a range of
users – including ramps, medians, sidewalks, benches, street trees for shade, trash cans,
bicycle lanes or shared use paths, transit stops and shelters, and cautionary signage.
x Design streets to control speeds. This could be done through a number of traffic calming
measures including changes in paving materials to differentiate vehicular/pedestrian
space or landscaped medians.
x Ensure public transportation is available within every core and a minimum of 1000’ from
80% of all residences.
x Limit the size of commercial uses to maintain neighborhood scale, as well as reinforce the
street edge which can help to create an outdoor room or public gathering space.
x Ensure all residential neighborhoods, mixed use areas, employment centers, commercial
uses, and parks and open spaces are connected by a comprehensive sidewalk and trail
network.
x Create multi-use, non-motorized connections to outlying areas, in addition to those
within the node.
x Develop design guidelines for architecture, landscaping, and private development.
x Integrate and enhance existing natural features within nodes. Protect natural features
with appropriate buffering and design controls.
x Site parking behind buildings to ensure it is not a dominant feature of the streetscape.
Refined area plans should be completed for each of the nodes to help identify specific design
opportunities and constraints and to consider how the design principles could be realistically
incorporated into the overall design and development of these areas. Moreover, these plans can
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serve as the basis for the development of an official map that identifies future roads and
easements required for implementation of the Nodal Plan.
5.4.2.Cayuga Medical Center Conceptual Plan
Preliminary conceptual renderings for the Cayuga Medical Center and Hamlet of Jacksonville
nodes are shown in Figures 16 and 17. The renderings identify potential land use and site
enhancements that accommodate the projected build out for each node and incorporate specific
design principles intended to achieve the overall vision associated with the nodal development
scenario.
FIGURE 16 – LAND USE AND SITE ENHANCEMENTS
Cayuga Medical Center
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The conceptual rendering of the Cayuga Medical Center node identifies one build-out scenario
that could occur over the next ten to twenty year period. As shown, the area would include
commercial and mixed use buildings (red), single family residential (orange), and multi-family
residential (yellow). The potential development scenario shown above includes 66 single family
homes and 232 multi-family units (8 units per building), totaling 298 units, in addition to
commercial and mixed use buildings. Additional residential units may be incorporated on the
upper stories of any mixed use buildings.
On the east side of Route 96, a commercial, mixed use destination would be developed on the
north side of Harris B. Dates Drive to service hospital visitors, employees, and area residents. A
transit stop would be incorporated into this area and parking is intentionally located behind the
buildings, off of the Route 96 frontage. North of the commercial mixed use area is a single-family
residential development that is designed around a public green space and natural features.
Existing woodlands create a strong visual and physical buffer around the neighborhood. An
internal trail system provides direct connections internally and to surrounding uses, including
the new commercial and transit area, Route 96, and Cayuga Medical Center. An indirect
connection and tie-in to the Black Diamond Trail is also shown.
On the west side of Route 96, a new multi-family development is shown south of the Overlook at
West Hill housing development. The development would mimic the scale of the Overlook and
would also incorporate a commercial and mixed-use area to create a small-scale “Main Street” as
a connector between Route 96 and the multi-family residential units.
5.4.3.Jacksonville Hamlet Conceptual Plan
The conceptual rendering of the Jacksonville Hamlet node identifies a potential build-out
scenario that could occur over the next ten to twenty year period. As shown, the area would
include a limited amount of commercial uses (red) and single family residential uses (orange).
The potential development scenario shown above includes 61 single family homes on the west
side of Route 96 and 48 single family homes on the east side of Route 96, for a total of 109 units.
On the west side of Route 96 a residential development is shown that ties into the existing park,
and ultimately to a connection along Route 96 south to the intersection of 96 and Jacksonville
Road (the commercial node). The trend residential development has strong internal pedestrian
linkages and a series of large park areas and natural features for residents to enjoy. The design of
the residential neighborhood is formal, with right corners and square parks.
On the east side of Route 96, commercial development has been identified along the road
frontage with parking at the rear of one building. Pedestrian links connect the parking area to
other commercial structures. The character of this commercial development is intended to be
consistent with the existing scale and architectural character of the historic Hamlet. Behind the
commercial uses is a garden-style residential neighborhood with meandering streets, a strong
trail system connecting to the commercial uses, and physical and visual buffers surrounding
residences.
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FIGURE 17 – LAND USE AND SITE ENHANCEMENTS
Jacksonville Hamlet
5.4.4.Traffic Demand Management Techniques
Transportation Demand Management (TDM), or Trip Reduction Strategies, includes techniques
which are intended to improve the efficiency of existing transportation systems. These measures
encourage the use of alternative transportation modes away from the single occupant car and
may also include travel time flexibility as well as parking management techniques.
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TDM measures that are appropriate for the Route 96 corridor include:
x Incorporating pedestrian-oriented design elements.
x Improving public transportation infrastructure, including bus stops and routes.
x Installing bicycle-friendly facilities.
x Offering active transportation facilities, including bike lanes and multi-use trails.
x Providing convenient pedestrian and bicycle connections.
As traffic increase along the corridor, the cost of gas continues to rise, and the negative impacts
associated with vehicle greenhouse gas emissions continues to escalate, the need for viable
alternatives to single-occupancy vehicles will continue to increase. Having an adequate selection
of alternatives will maintain healthy air quality as well as the personal mobility that corridor
residents desire and expect.
5.4.5.Land Use Strategies
General land use and site improvement recommendations for the nodal areas are identified
above in Figures 16 and 17. Specific land use recommendations for the corridor, as well as
development pattern recommendations, will be included in Technical Report #3 –
Recommendations for the Route 96 Corridor: Traffic and Livability.
In broad terms, recommendations include:
x Allowing and promoting a mix of uses and higher densities of development within the
designated nodes;
x Maintaining outlying agricultural and farmland areas in their current use;
x Protecting important sight lines and viewsheds around the nodal areas;
x Working with TCAT to identify possible transit service expansions to accommodate a more
diverse group of users;
x Creating a pedestrian circulation system within each node that allows for unhindered
pedestrian movement to all destinations within node;
x Creating exterior linkages at each node to a regional trail system or existing off-road trail,
such as the Black Diamond Trail, to provide a non-vehicular connection between nodes and
outlying areas;
x Implementing of a signage program to alert drivers to the fact that they are required to share
the road with bicyclists and pedestrians; and
x Delineating road shoulders to make them comfortable for pedestrian and bicyclist use.
5.4.6.Access Management Techniques
Safe and efficient transportation infrastructure and traffic operations are fundamental to local
and regional economic development. Maintaining a safe and efficient transportation system,
however, requires a careful balancing between the need to accommodate through traffic and the
need to provide high quality access to properties abutting the roadway. Access Management is
the planning, design and implementation of land use and transportation strategies that maintain
a safe flow of traffic while accommodating the access needs of adjacent development. Access
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x Provide a Specialized Roadway System
x Limit Direct Access to Major Roadways
x Promote Intersection Hierarchy
x Locate Signals to Favor Through Movements
x Preserve the Functional Area of Intersections and Interchanges.
x Limit the Number of Conflict Points
x Separate Conflict Areas
x Remove Turning Vehicles from Through Traffic Lanes
x Use Non-traversable Medians to Manage Left-Turns Movements
x Provide a Supporting Street and Circulation System.
management programs seek to limit and consolidate access along major roadways, while
promoting a supporting street system and unified access and circulation systems for
development. The result is a roadway that functions safely and efficiently for its useful life, and a
more attractive corridor. Access management techniques coordinate the development of lands
and their access points. This technique can reduce the need for future costly highway
improvements required to address safety and capacity issues.
FIGURE 18 – PRINCIPLES OF ACCESS MANAGEMENT
Route 96 Corridor
Source: Access Management Manual by TRB, 2003
Land developments (large or small) occurring over time, slowly increase their effect on the safety
and capacity of the roadway. Developing one parcel at a time may not have a significant effect.
However, as the number of developments increase, the cumulative effect is much higher than
that of the individual developments. Therefore, a comprehensive approach to land use and access
management planning yield the highest return from state, local, and private investment in
infrastructure and land development. A comprehensive land use and access management plan
also provides the land developer and the community with a strategy for meeting their other, non-
transportation objectives for the corridor.
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DESIGN AND REGULATORY TECHNIQUES
The following two lists of techniques can be used to solve common traffic problems as they relate
to access management. The first list provides design techniques that can be applied to the Route
96 corridor; the second list provides regulatory/land use changes that can be implemented by the
municipalities that govern land use decisions throughout the Route 96 corridor.
Design Techniques to Solve Common Traffic Problems*
1.Limit Number of Driveways Per Lot to Reduce Intersection Conflict Points
2.Separate Driveway Conflicts
3.Minimize Left Turns
4.Promote Shared Access
5.Adopt Driveway and Street Spacing Standards
6.Promote Shared Driveway Residential Lot Design
7.Consolidate Driveways Where Possible
8.Reduce Speed Differential (speed limit reduction, turn lane and heavy duty shoulder
improvements)
9.Locate Driveways Away From Intersections
10.Provide Adequate Corner Clearance
11.Maximize Sight Distance at Driveways
12.Limit Inadequate and Improper Driveway Offset
13.Utilize Bypass Lanes where appropriate
14.Promote Frontage and Reverse Frontage Roads (roads located behind buildings so that they
are not visible from the main road) along Route 96
15.Promote Interconnected Sub-collector Street Network
16.Minimize Pedestrian and Vehicle Conflict Points at High Activity Areas (Parks, restaurants)
Local Regulatory Techniques/Strategies To Solve Common Traffic Problems*
1. Restrict the Number of Lots and Lot Types
2. Identify acceptable/desirable locations for new driveways and strictly hold new development
to these locations.
3. Regulate the Location, Spacing and Design of Driveways
4. Increase Lot Width and Restrict Narrow Lot Design
5. Restrict Flag Lots
6. Design for Lot Configuration Along Local Roads and Sub-collectors
7. Promote Subdivision Access to Local Roads
8. Adopt Intensity of Use Restrictions
9. Promote Lots Fronting on Local Streets Instead of Route 96
10. Promote Deep Lots Along Route 96
11. Promote Compact Mixed Use Development
12. Designate Nonconforming Driveways
13. Develop Official Map
14. Revise Zoning & Subdivision Regulations Accordingly
15. Identify and Plan for Growth Areas
* Source: Access Management Manual by TRB, 2003
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IMPACTS OF ACCESS DENSITY
The density or intensity of land use directly impacts the generation of traffic, total vehicular
movements, and the number of pedestrian and vehicular conflicts. As vehicular left-turn
movements from Route 96 increase due to new development pressures, the greater the impact
and delay is to motorists traveling Route 96, thus increasing the need for roadway widening.
Various design, safety, and land use elements restrict the opportunity for constructing dedicated
left-turn lanes on Route 96 without significant impact to the adjacent environs. Such elements
include limited horizontal and vertical sight lines, existing driveway and roadway locations,
existing drainage structures, topography, right-of-way constraints, and existing land uses and
sensitive natural features. The unplanned and uncontrolled use of left-turn lanes on Route 96 is
detrimental to the residential and rural character of the corridor.
As shown in Figure 19, the number of conflict points along a corridor has a direct correlation with
the accident rate of the facility. In other words, if the number of conflicts along a corridor can be
kept to a minimum, the safer it will be to travel the corridor.
FIGURE 19 – CORRELATION BETWEEN ACCESS DENSITY AND ACCIDENT RATES
Average Figures
Typical 3-legged intersection
ROUTE 96
CORRIDOR MANAGEMENT STUDY
T E C H N I C A L R E P O R T # 3
F i n a l · D e c e m b e r 2 0 0 8
Route 96 Corridor Management Study
TECHNICAL REPORT #3
Prepared By:
Bergmann Associates
and
SRF Associates
in conjunction with
The Route 96 Technical Review Committee
TABLE OF CONTENTS
Route 96 Corridor Management Study
Technical Report #3
1.0 INTRODUCTION ................................................................................................................................ 1
1.1 Overview and Purpose ............................................................................................................ 1
1.2 The Study Area ......................................................................................................................... 2
1.3 The Planning Process ............................................................................................................... 2
2.0 ACHIEVING THE CORRIDOR VISION .......................................................................................... 5
2.1 Cayuga Medical Center Node ................................................................................................. 7
2.2 Jacksonville Hamlet Node ..................................................................................................... 17
2.3 Route 96 Corridor, Outside Nodes........................................................................................ 24
2.4 City of Ithaca .......................................................................................................................... 25
3.0 RECOMMENDATIONS .................................................................................................................... 27
3.1 Intersection Improvements .................................................................................................... 27
3.2 Corridor Livability Recommendations ................................................................................. 28
3.3 Nodal Design Principles ........................................................................................................ 32
3.4 Outside Node Design Principles ........................................................................................... 32
3.5 Revisions to Regulatory Language ....................................................................................... 40
4.0 CONCLUSION.................................................................................................................................... 46
5.0 APPENDIX .......................................................................................................................................... 47
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1.0 INTRODUCTION
1.1 Overview and Purpose
The purpose of the Route 96 Corridor Management Study is to help the Town of Ulysses, Town of Ithaca,
City of Ithaca, Tompkins County, the Ithaca-Tompkins County Transportation Council (ITCTC), and
Tompkins Consolidated Area Transit (TCAT) define an appropriate approach to manage anticipated
growth along the Route 96 corridor from the southern boundary of the Village of Trumansburg to the
intersection of Route 96 and Route 13 in the City of Ithaca. The Study is being guided by a Technical
Review Committee consisting of representatives from each of the aforementioned communities and
organizations.
The study will serve as a guide to define a preferred development pattern for the corridor that is
consistent with the goals and vision for each of the involved communities. It recommends strategies to
reduce anticipated traffic-related impacts caused by new development, as well as increased through
traffic. The Town of Ulysses, Town of Ithaca and City of Ithaca are either currently or soon to be updating
their comprehensive plans and have identified the need to analyze this corridor for housing and business
opportunities as well as to mitigate associated increases in traffic.
In Technical Report #2, two development scenarios were considered: a Nodal Development Scenario and
a more conventional suburban style of development, referred herein as the Trend Development Scenario.
When analyzing both options access management issues, improving transit services, incorporating
transportation system improvements, and enhancing the overall aesthetic character of the corridor was
considered. Technical Report #2 concluded that a Nodal Development Scenario had fewer negative
impacts on quality of life along the corridor.
Technical Report #3 builds on the findings of Technical Report #2 by providing a series of clear
recommendations and tools available to assist each of the involved communities in implementing the
preferred corridor vision of a nodal development pattern.
The Corridor Management Study is being developed as a series of four written Technical Reports, as
summarized below:
x Technical Report #1 focuses on Existing Conditions within the study area and lays the framework
for later projections, analysis, and recommendations. Technical Report #1 provides a baseline of
information relevant to the corridor from which to learn from, and build on.
x Technical Report #2 is the analysis and considerations component of the overall study and is sub-
divided into three main components: traffic projections, traffic impact analysis, and opportunities
and constraints analysis. Each of these sections helps to identify what opportunities, issues, and
obstacles exist with regards to creating a more livable and desirable corridor. Technical Report #2
concluded with recommendations for a preferred development scenario for the corridor.
x Technical Report #3 is the Recommendations document associated with the Study. Technical
Report #3 includes a range of recommendations for the corridor including traffic, land use,
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quality of life, and other topics deemed important by local residents and Technical Review
Committee members.
x Technical Report #4 will present an Implementation framework for intermunicipal cooperation
that will serve as a tool achieve and meet the recommendations and goals set forth in Technical
Report #3.
1.2 The Study Area
State Route 96 in Tompkins County begins at the Seneca and Tompkins County lines in the northwest
corner of the County and travels southeast through the Village of Trumansburg, Hamlet of Jacksonville,
Town of Ulysses, Town of Ithaca, and culminates in downtown City of Ithaca at the confluence of State
Route 13 and the Cayuga Inlet. The Route 96 Corridor Management Study examines the 10-mile stretch
of road, including all lands within a mile the Corridor, from the southern municipal boundary of the
Village of Trumansburg traveling southeast to the intersection with State Route 13 at Fulton Street.
The Corridor is rural in nature in the northwestern reach in the Town of Ulysses, reflecting the
importance of agriculture, both historically and today. Traveling southeast into the Town of Ithaca,
residential and commercial development increases in intensity. Finally, the Corridor culminates in the
City of Ithaca, which consists of dense housing and commercial businesses.
The West Hill area is one of the areas where increased housing development has occurred and where
additional potential for development exists. Much of this area is served by NYS Route 96 as the primary
commuting route. The Route 96 corridor is the location of most of the commercially-zoned property in
the Town of Ulysses, and planned development in the corridor is seen as crucial to economic growth in
the Towns of Ithaca and Ulysses. It is a concern that increased development will worsen congestion in the
City of Ithaca and impact traffic flow and livability along the entire corridor therefore, mitigating the
anticipated traffic impacts related to growth is critical.
1.3 The Planning Process
As mentioned, the Route 96 Corridor Management Study is a collaborative planning effort between
Tompkins County, the City of Ithaca, the Town of Ithaca, the Town of Ulysses, the Ithaca-Tompkins
County Transportation Council, and the Tompkins Consolidated Area Transit. Representatives from each
of the organizations comprise the Corridor Management Study Technical Review Committee (TRC).
1.3.1.Work Completed To Date
The following tasks were completed to produce Technical Report #1. Additional information on each of
the bulleted efforts may be found within Technical Report #1.
x Project Start-Up Meeting with Consultant Team
x Internal Committee Meetings
x Residential Community Survey
x Data Collection and Review
x Field Review and Analysis
x Windshield Survey
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x Technical Review Committee Meetings (3)
x Public Information Meeting
x Focus Group Sessions (2)
x Stakeholder Interviews (2)
x Identification of Measures of Effectiveness
x Traffic Volume Modeling
x Traffic Impact Analysis
x Opportunities and Constraints Analysis
x Identification of a Preferred Development Scenario
1.3.2.Current Planning Efforts
The preparation of Technical Report #3 included the completion of the following tasks:
Nodal Development Recommendations
Building on the design principles and nodal goals discussed as part of Technical Report #2, the consultant
team developed a series of node-specific recommendations for Jacksonville and Cayuga Medical Center.
The recommendations cover a range of topics including land use, vehicular circulation, pedestrian and
bicycle connections, transit, traffic calming techniques, and gateway treatments. Recommendations were
also identified for key issues associated with Route 96 in the City of Ithaca.
Land Use and Traffic Recommendations
Utilizing the same recommendation framework as for the nodal areas, the consultant team developed a
series of recommendations for Route 96 outside of the nodes.
Specific Intersection Improvements
The Technical Review Committee identified intersections along the corridor they deemed worthy of a
more detailed analysis based on existing trouble spots, traffic volumes, and/or potential future
development. Project sheets summarizing recommended modifications to each intersection have been
included in Technical Report #3.
Design Principles
A series of Design Principles have been included in Technical Report #3 to offer models for consideration
for future design updates to municipal zoning regulations and design standards. The design principles
serve as guidelines for how future development in the nodes, as well as outside of the nodes, should
ideally be addressed. Themes addressed in the design principles include residential development, site
and setting, architectural vocabulary, connections and linkages, public areas and landscaping, pedestrian
amenities, and streets and vehicular spaces.
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Regulatory Recommendations
Regulatory recommendations have been developed by the consultant team to address specific changes
each municipality can consider to successfully implement a nodal development pattern.
1.3.3.Next Steps
The next steps in the Route 96 Corridor Management Study planning process will include:
Public Meeting
A Public Meeting will be held October 28, 2008 at the Paleontological Research Institute to present
findings from Technical Report #2 and Technical Report #3.
Technical Report #4
The Technical Review Committee will develop an Intermunicipal Planning Strategy that addresses both
physical transportation infrastructure improvements and fosters future cross-jurisdictional collaboration
for planning and development.
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2.0 ACHIEVING THE CORRIDOR VISION
Both a Nodal Development Scenario and Trend Development Scenario (existing development pattern)
were analyzed to determine the potential traffic and social impacts associated with each development
type. The specific details associated with each scenario and the analysis is included in Technical Report
#2 of the Route 96 Corridor Management Study. It was presumed that the same amount of growth and
development would occur under either scenario; however, the form and impacts of the development
would be different.
Based on the findings of the analysis, the Nodal Development concept has been embraced by each of the
municipalities, Tompkins County, and interested agencies as the preferred development scenario to
improve traffic conditions along Route 96 and enhance the livability for those living along, and utilizing,
the corridor. Nodal development focuses future development in specific areas along the corridor, as
opposed to letting growth and development occur in a free form manner, as exists today. In order to
achieve the overall economic and development goals of each community, the defined nodes should
incorporate a variety of uses, including residential, commercial and retail, office, institutional, and open
space.
As shown in the results of the analysis in Technical Report #2, a Nodal Development Scenario can have a
significant positive impact on the future of the corridor study area. Along the Route 96 corridor outside
the City of Ithaca, nodal development is proposed to occur in three areas: around the Cayuga Medical
Center in the Town of Ithaca, the Hamlet of Jacksonville in the Town of Ulysses, and the Village of
Trumansburg. Jacksonville and Trumansburg are established population centers and Cayuga Medical
Center is a major employment center.
Figure 1 – Location of Proposed Development Nodes
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Figures 2 and 4, also presented in a modified version in Technical Report #2, present one example of a
conceptual build out for the Cayuga Medical Center Node and the Hamlet of Jacksonville Node. These
figures are not intended to show a preferred or recommended future development for these areas, but to
identify the various types of development and densities that are realistic and appropriate based on
existing conditions and projected population increases. Ultimately, the way that these nodes develop over
time will be determined by the Village, Towns, and City, individual landowners, and developers.
For the purpose of organizing recommendations and guidelines within the Corridor Management Study,
three context zones have been identified and are based on the geographic parameters established in
earlier tasks associated with the planning process. Context zones include the:
x Jacksonville Hamlet Node;
x Cayuga Medical Center Node; and,
x Route 96 Corridor-wide.
In addition, recommendations have been developed for Route 96 in the City of Ithaca, as there are specific
opportunities and constraints associated with the corridor within the City limits. Recommendations have
also been identified for targeted intersections along the corridor. The intersections, selected by the
consultant team and Technical Review Committee, were deemed to warrant an additional level of
analysis based on existing conditions or projected future conditions which may require intersection
improvements and modifications.
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2.1 Cayuga Medical Center Node
LAND USE
In order to complement the existing development patterns within the Cayuga Medical Center node, a
mixed land use development pattern is recommended. The recommended range of uses includes
community services, parks and open space, commercial, medical and general office space, institutional,
and a variety of residential types including single-family homes, townhomes, and multi-family units.
Figure 2 identifies how this range of uses could potentially be incorporated within the nodal boundaries.
This is a conceptual plan that shows one alternative for future development which incorporates recent
and proposed developments within the immediate vicinity. Figure 2 portrays an example of how the
Cayuga Medical Center area might incorporate projected future growth to achieve a dense, new live-
work node. This is not a future build out concept design for this area.
Generally, the conceptual development plan shows the physical integration of land uses and potential
inter-nodal linkages and connections, both vehicular and pedestrian. Design principles recommended
within Technical Report #3 have been incorporated into the lay-out of this node. Annotated descriptions
of key site enhancement areas are included on subsequent pages.
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Figure 2 – Conceptual Rendering of Cayuga Medical Center Node
SITE ENHANCEMENT AREAS:
1 – Northern Gateway 6 – Existing Multi-Family Residential
2 – Mixed-Use Residential 7 – High-Density Residential
3 – Internal Connector Road 8 – Future Development Site
4 – Mixed-Use Commercial Center 9 – Southern Gateway
5 – Transit Stop 10 – Pending Multi-Family Residential
11 – Future Trail Connection
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Site Enhancement Area #1 – NORTHERN GATEWAY
The northern gateway into the Cayuga Medical Center node should be located in the vicinity of the new
access drive into the new residential development in the northeast extent of the node. Gateway
treatments should include signage, landscaping, a change in roadway treatments, and paving treatments,
such as colored and textured crosswalks.
Site Enhancement Area #2 – MIXED-USE RESIDENTIAL
The residential development on the northeast side of Route 96 includes single family and multi-family
residences, as well as a small cluster of commercial, mixed use buildings. As shown, this portion of the
Cayuga Medical Center node includes 54 single-family residences and 20 multi-family residences. Two
neighborhood scaled commercial buildings are also incorporated into the development. Access to the
development would occur through a series of new roads, with a new access point off of Route 96, a new
access drive from Harris B. Dates Drive, and a roadway connection from the commercial center at the
intersection of Route 96 and Harris B. Dates Drive. In addition to sidewalks along all roadways within
Site Enhancement Area #2, off road pedestrian connections meander through community open spaces
and create a pedestrian connection to the Cayuga Medical Center site. A pedestrian link also extends
from the neighborhood to the Mixed-Use Commercial Center directly south of the site.
Site Enhancement Area #3 – INTERNAL CONNECTOR ROAD
In an effort to keep traffic moving on-site and off of Route 96, a future connector road is recommended
extending from Site Enhancement Area #2 to Harris B. Dates Drive. The road would connect both vehicles
and pedestrians to the Medical Center and would serve to direct traffic to the main intersection at Route
96 and Harris B. Dates Drive. The pedestrian connection would provide access to the Cayuga Medical
Center site from Route 96, with the anticipation that a connector trail would ultimately be developed that
would extend all the way to the Black Diamond Trail.
Site Enhancement Area #4 – MIXED-USE COMMERCIAL CENTER
The Mixed-Use Commercial Center is focused around the
high volume intersection of Route 96 and Harris B. Dates
Drive. As depicted, the mixed-use district reflects a Main
Street character with neighborhood-scale buildings,
internal pedestrian connections, a pedestrian plaza, and
direct access to transit. It is recommended that this area
incorporate a range of uses to service transient users of the
hospital, as well as the day-to-day needs of nodal
residences. The recommended mix of uses at this location
includes retail and services on the main level with offices
and residential units on the second and third stories.
In order to maintain a pedestrian-scaled environment, buildings should not exceed three stories in height.
Landscaping and the incorporation of pedestrian amenities, such as benches, fountains, and trash
receptacles, are recommended. Although parking is provided for vehicles, pedestrian linkages are
depicted from the development to the residential neighborhood to the north, Cayuga Medical center to
the east, and along Route 96 to developments south of the Medical Center. Square footage of commercial
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and office uses, as well as any residential units, would be determined based on final design, layout, and
construction of these buildings.
Site Enhancement Area #5 – TRANSIT STOP
A designated, covered bus stop is recommended within the Mixed-Use Commercial Center near the
intersection of Harris B. Dates Drive and Route 96. The location would allow bus service to reach a
significant concentration of people without having to leave the Route 96 corridor. The transit stop would
offer a covered waiting area and surrounding development would provide additional opportunities for
transportation users while they wait. The transit center does not need to be a freestanding building but
may be incorporated into a commercial or mixed use structure. This approach has been successfully
implemented in the City of Ithaca. A bus pull-off area on Route 96 is recommended in order to ensure
traffic flow along the corridor is not hindered by a stopped bus.
The new transit stop would complement the existing transit stop located in the Overlook development
which could be enhanced as usage increases. Consideration should be given in the design of new
development within the node to allow for the accommodation of busses, and integrated bus stops, in the
future.
Figure 3 depicts a pull-off lane as well as other roadway, bicycle, and pedestrian facilities recommended
for this area of the corridor.
Figure 3 – CROSS SECTION OF ROUTE 96 AT HARRIS B. DATES DRIVE
Looking north on Route 96, from north side of intersection with Harris B. Dates Drive
Site Enhancement Area #6 – EXISTING MULTI-FAMILY RESIDENTIAL AREA
Site Enhancement Area #6 represents existing Overlook Apartment complex that was completed in 2007
which includes 128 housing units. There is a transit stop currently located within the Overlook
development that should be maintained and enhanced as the designated service stop for southbound
transit service.
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Site Enhancement Area #7 – HIGH-DENSITY RESIDENTIAL
In an effort to showcase diversity in residential options within the overall node, Site Enhancement Area
#7 includes approximately 232 multi-family housing units (as shown, 29 buildings with 8 units per
building). This development should be designed with a continuous sidewalk system linking to the
surrounding development areas, including the Overlook, transit stop, internal pedestrian networks, and
other surrounding commercial and residential areas. There is the possibility that some amount of small-
scale, neighborhood oriented commercial or service development could be incorporated into this area.
Site Enhancement Area #8 – FUTURE DEVELOPMENT SITE
Site Enhancement Area #8 highlights a future development site within the node. Depending on how this
node evolves, this may be a prime location for additional residential or commercial uses, or other land
use not currently depicted such as an office or light industrial uses.
Site Enhancement Area #9 – SOUTHERN GATEWAY
A new vehicular and pedestrian intersection at Route 96 is proposed immediately to the south of the
Paleontological Research Institution (PRI) site. This intersection would serve to connect new residential
and mixed use development on either side of Route 96 and would serve as the southern gateway into the
Cayuga Medical Center node. Appropriate treatments for this gateway intersection include signage and
landscaping. If a significant portion of development is located within this node, a roundabout may be
warranted at this intersection in the future to control and slow traffic flow and movement.
Site Enhancement Area #10 – PENDING CLUSTER TOWNHOUSE DEVELOPMENT
Site Enhancement Area #10 indicates a multi-family residential development currently pending approval
within the Town of Ithaca. The development, as proposed, would result in the construction of 106
townhome units. The development should be well-connected to surrounding areas by a series of
pedestrian links that extend to Route 96, as well as through the PRI site, connecting to an existing
pathway from the museum property to the Cayuga Medical Center site.
As identified in Technical Report #2, the high-range projection for this node calls for 319 new dwelling
units. The conceptual graphic for the node, when including the existing Overlook and pending
development proposal adjacent to PRI, shows a total of 530 units (402 of which are new units).
Site Enhancement Area #11 – FUTURE TRAIL CONNECTION
A multi-use future trail connection is depicted on the concept plan in accordance with the Town of Ithaca
Transportation Plan. The trail would connect the nodal development area with Bundy Road, and
ultimately to other destinations to the south.
VEHICULAR CIRCULATION
The Cayuga Medical Center Node is intended for mixed use and various forms of residential
development as described above. Vehicular circulation both within the node and through the node on
Route 96 is crucial to the viability of the node. The speed limit along Route 96 in vicinity of this node is 45
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mph. The speed limit changes to/from 30 mph at the City of Ithaca line. The only area that is curbed is in
the immediate vicinity of the Harris B Dates-West Hill Drive intersection.
Analysis of the vehicular capacity at the Route 96/Harris B Dates Drive-West Hill Drive intersection
indicates that the intersection will operate at average to above average levels of service under the future
nodal development conditions. Therefore, no vehicular capacity improvements are required. However,
left turn treatments were considered at this intersection. The addition of auxiliary left turn lanes at
signalized intersections must consider many contributing factors, such as (and not limited to):
x Intersection function and setting
x Signal phasing
x Intersection volumes
x Traffic queues
x Roadway geometrics
x Vehicle delay
x Intersection sight distance
x Safety issues
Guidelines for the design and operation of left-turn lanes at intersections have been developed by
AASHTO and the Institute of Transportation Engineers (ITE). Other references for design, evaluation and
criteria establishing the need for left-turn lanes at intersections include the Manual on Uniform Traffic
Control Devices, the New York State Highway Design Manual, and NCHRP Synthesis Reports 225 and
279. These guidelines and reference materials were reviewed along with the factors listed above. Based
on this evaluation, left turn treatments were deemed unnecessary at this intersection.
The left-turn movement should be treated as a minor intersection maneuver and should be provided as
the minimum traffic control necessary to accommodate traffic without creating unnecessarily long delays
and/or safety problems while adequately providing for the remaining major intersection through
movements.
The projected northbound and southbound left turning volumes are less than 50 vph during the peak
hours. Previous review of accident history at this intersection, over a total period of nearly 5 years, did
not result in identification of any accident clusters or inherent safety deficiencies that are correctable via
provision of left turn treatment. Based on the existing traffic operations as observed at this intersection,
and reviewing the contributing factors (offered above) as they apply to this specific location, auxiliary left
turn lanes are not warranted. In addition, the incorporation of context sensitive design considerations
support this recommendation.
A new four-way intersection is conceptually proposed to the south of the Cayuga Medical Center in the
vicinity of the existing driveways to the Finger Lakes School of Massage and the West Hill Ithaca Fire
Department station. The potential for development on both sides of Route 96 in this area may require
control of right-of-way at Route 96 in the future. This control may consist of signalization or installation
of a modern roundabout. The intersection should be designed with these future improvements in mind as
well as consideration for pedestrian and bicycle traffic. Installation of a roundabout would achieve the
goals of slowing motor vehicle traffic as it enters the node and provide a gateway treatment to alert
motorists that they are entering an activity center.
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PEDESTRIAN AND BICYCLE CONNECTIONS AND FACILITIES
There are no sidewalks along Route 96 within the node and vehicular speeds appear to exceed the 45
mph posting during off-peak times. The following pedestrian and bicycle improvements are
recommended within this node:
1.Install sidewalks along both sides of Route 96;
2.Install bike lanes along Route 96 within the boundaries of the nodes which connect to existing
striped shoulders outside of the nodes;
3.Incorporate multi-use trails throughout the node to internally connect to sidewalks and bike
lanes;
4.Incorporate sidewalks into all new developments within the node.
The Town of Ithaca Transportation Plan ranks bike lanes on Route 96 as a medium-level priority. Bicycle
use within the node, through the incorporation of on-street bike lanes and internal multi-use trail
connections, should be enhanced and promoted.
TRANSIT
The Cayuga Medical Center node is already a well-utilized transit location due to the high number of
employees and visitors to the site. A covered bus stop is currently located along the main entry drive to
the hospital as one continues straight to the rear parking area. The bus stop is also accessible from PRI as
a pedestrian path connects the two sites adjacent to the bus stop location.
It is recommended that the existing bus stop be relocated to the Mixed-Use Commercial Center site at the
intersection of Route 96 and Harris B. Dates Drive. There are a number of benefits associated with this
relocation:
1.the bus stop is directly accessible from Route 96, no longer requiring TCAT busses to leave the
corridor and complete internal trips;
2.internal pedestrian connections should connect homes and business to the transit stop by way of
a 5-minute walk, at maximum, as they are within a ¼ mile distance of the stop; and
3.transit users waiting for a bus will benefit from access to goods and services available in the
mixed-use development.
The transit center will remain easily accessible to people using the existing bus stop from PRI, as internal
pedestrian linkages would ultimately be developed linking all sites and amenities to create the nodal
development scenario.
A park-and-ride should also be considered within the Cayuga Medical Center Node given the
concentration of employees and existing and potential future residents. A park-and-ride would require
further study and coordination with property owners as well as Tompkins Consolidated Area Transit
(TCAT).
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TRAFFIC CALMING / CONTEXT SENSTIVE DESIGN
According to the Institute of Transportation Engineers (ITE), “Traffic calming is the combination of
mainly physical measures that reduce the negative effects of motor vehicle use, alter driver behavior, and
improve conditions for non-motorized street users (Ewing, 1999).” Traffic calming techniques are
typically used to either reduce speeds or reduce traffic volumes.
Reducing speed is a primary goal along Route 96. Traffic calming techniques that physically or
psychologically alter the actual or perceived road design can be used to reduce vehicle speeds. Speed
limits reductions through changing the posting alone do not typically result in significant reductions in
speed since drivers tend to drive at their perceived comfortable level. A driver’s perception of what is
comfortable is related to road design. Traffic calming techniques are used to slow traffic using either
physical changes or visual cues. Physical constraints such as curb bump-outs, medians, chicanes, and/or
on-street parking create friction and may reduce speeds because drivers are uncomfortable driving at
higher speeds while negotiating these constraints. However, in many cases narrowing of the roadway
physically is not feasible or appropriate. Lane narrowing using pavement markings or landscaping can be
implemented without physically reducing the pavement width and create the illusion that there is less
space for maneuvering.
Traffic-calming measures include street narrowing, reduced speed limits, medians, designated pedestrian
crosswalks, pedestrian refuge islands, roundabouts, landscaping, colored sidewalks, bike lane markings,
speed-timed traffic signals and improved signage.
Design speeds for conventional suburban neighborhood
streets range from a minimum of 25 or 30 mph to 45 mph.
Route 96 is not a neighborhood street, it is a moderately
trafficked arterial roadway. The creation of nodes along Route
96 results in village-type activity centers within which Route
96 should be treated more like a neighborhood street (similar
to Route 96 treatments within the Village of Trumansburg). In
a village, speeds are controlled through careful design of
streets and the streetscape. On-street parking, narrow street
widths, and special design treatments help induce drivers to
stay within the speed limits. At slower speeds, the frequency
of vehicular accidents declines, and those that do occur are less
severe.
In the Cayuga Medical Center Node, the goal is to create more
"active" streetscapes, involving more of the factors that slow
drivers. These include narrower street widths, eye contact
between pedestrians, bicyclists, and drivers; and gateway
treatments to alert motorists to a change in context. The overall
impact of these elements of design is enhancement of the
mutual awareness of drivers and pedestrians.
Example of a colored and textured crosswalk
Example of a landscaped median
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The following traffic calming tools are recommended for reducing vehicular speeds within the Cayuga
Medical Center Node:
x Install curbing throughout the node with narrowed travel lanes to provide visual cues to
motorists to reduce travel speeds;
x Petition NYSDOT to reduce the speed limit from 45 mph to 40 mph throughout the node (from
the City line to the south to the new northerly node driveway);
x Install gateway treatments at the north and south ends of the node. Ideally these would be
located at the new northerly driveway (north of Hayts Road) and at the new southerly driveway
(near the Finger Lakes School of Massage and the West Hill Ithaca Fire Department station). The
section below discusses potential gateway treatments.
GATEWAY TREATMENTS
“Community gateways are a measure or set of
measures strategically located as motorists enter a
community which announces to motorists that they
are entering a community and are no longer on an
open, high-speed roadway.”1 A gateway provides a
visual cue to highway users that they are entering an
activity center. Gateways can be made through
elaborate landscape and sign installations or may be as
simple as some form of pavement markings.
The following gateway treatments are recommended
for consideration at the Cayuga Medical Center node:
x A landscaped sign that announces the
entrance to the node.
x A raised, landscaped median at the north end
of the node on Route 96.
x A roundabout at the new southerly
intersection of the node.
Roundabouts provide two main safety benefits for
pedestrians when compared to traditional intersections. First, the number of vehicle / pedestrian conflict
points is significantly decreased due to the one-way circulation pattern at a roundabout.
Secondly, pedestrians are only required to cross one direction of traffic at a time at each approach as they
traverse the roundabout. Therefore, by decreasing crossing distances and exposure to vehicles, the
likelihood of a vehicle/pedestrian conflict diminishes.
1 1 Evaluation of Gateway and Low-Cost Traffic-Calming Treatments for Major Routes in Small, Rural Communities, Center for Transportation
Research and Education (CTRE) at Iowa State University sponsored by FHWA, October 2007.
Example: Roundabout Treatments
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Bicyclists have the option of traveling a roundabout as either a vehicle or a pedestrian. When they choose
to travel as pedestrians, walking their bicycles on the sidewalk, they realize the same benefits as
pedestrians, as noted above. When traveling as a vehicle, bicyclists realize the same benefits as a motor
vehicle at roundabouts, i.e. lower speeds, elimination of head on and left turn type crashes, fewer conflict
points, etc. In either instance, bicycle safety is enhanced at roundabouts when compared to a traditional
intersection.
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2.2 Jacksonville Hamlet Node
LAND USE
A mix of land uses is recommended for the Jacksonville Hamlet Node, including commercial, office, open
space, and single- and multi-family residential uses. Figure 4 shows a conceptual plan for how this mix of
uses may be incorporated within the node as future development and build-out occurs. The graphic
rendering depicts one future development scenario for the node, variations and changes to the
development of the Hamlet will likely occur depending on municipal decisions, market forces, and other
outside factors.
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Figure 4 – Conceptual Rendering of Jacksonville Hamlet
SITE ENHANCEMENT AREAS:
1 – Residential Center, West
2 – Multi-Use Connector Path
3 – Northern Gateway
4 – Route 96 and Intersection Enhancements
5 – Mixed-Use Center
6 – Residential Center, East
7 – Transit Stop
8 - Southern Gateway
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Site Enhancement Area #1 – RESIDENTIAL CENTER, WEST
It is recommended that Site Enhancement Area #1 consist of a variety of residential types including
single- and multi-family residences. The concept suggests a neighborhood with a comprehensive
pedestrian network that connects a series of public open spaces, including a park area, natural woods,
and a picturesque water feature. Pedestrian connectivity extends outside of the development, linking
residences to the commercial portion of the Hamlet by way of a pedestrian path through the existing
Community Park. As conceptually depicted, there are 52 single-family residences and 14 multi-family
townhome residences. The 66 units identified in this development area equate to the total number of new
housing units projected for the mid-range Hamlet population growth. When considering phasing of
development within the Hamlet, this development area could reasonably be developed first, with
additional build-out occurring over an extended period of time.
Site Enhancement Area #2 – MULTI-USE CONNECTOR PATH
Enhancement Area #2 depicts the multi-use path which serves to connect residential areas within the
Hamlet to a number of key community features, including Jacksonville Community Park, the sidewalk
system recommended along Route 96, and future commercial development at the corner of Route 96 and
Jacksonville Road. The path is intended to be coordinated with the park to enhance existing amenities
and site features associated with Jacksonville Community Park.
Site Enhancement Area #3 – NORTHERN GATEWAY
Site Enhancement Area #3 indicates a likely location for the formal northern gateway into the Hamlet of
Jacksonville. Recommended gateway enhancements to signify entry into the node include a freestanding
sign and a landscaped median to help provide a visual cue to slow traffic before reaching the activity
center of the Hamlet.
Figure 5 – Cross-section of Route 96 in Hamlet of Jacksonville
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Site Enhancement Area #4 – ROUTE 96 AND INTERSECTION IMPROVEMENTS
Route 96, as conceptually depicted, should be more pedestrian and bicycle-friendly, particularly within
the boundaries of the Hamlet area. In an effort to promote safety and slow vehicular traffic through the
node, it is recommended that the roadway be narrowed to include 11’ travel lanes with additional
existing pavement being re-designed to create a defined bike lane, tree lawn and continuous sidewalk.
Intersection improvements at Route 96 and Jacksonville Road should include the incorporation of clearly
defined crosswalks, preferably in a different color and material than the roadway itself.
Figure 5 shows a cross-section of Route 96 within the Jacksonville Hamlet node, south of the intersection
of Jacksonville Road.
Site Enhancement Area #5 –MIXED-USE CENTER
Commercial and mixed use development within Jacksonville Hamlet should be focused on Jacksonville
Road adjacent to the intersection of Route 96. This is a strategic location for commercial-oriented
development because it allows easy access and high visibility but keeps traffic flow from stopping or
slowing down directly on Route 96. A number of small-scale buildings could be established here
consisting of commercial, mixed use, or office space. Recommended building configuration would be to
keep active uses, such as retail or restaurants, on the first floor and to allow residential or office uses on
the second story.
The scale and architectural design of the commercial buildings should be considerate and consistent with
the historic character of the Hamlet. Parking areas for the commercial should be to the rear of buildings to
maintain a building presence along the street. Landscaping and pedestrian plazas further help to buffer
the parking area and create a pedestrian friendly environment. The commercial area remains accessible
for pedestrians through a pathway network that seeks to connect the commercial uses to both residential
centers within the node. Square footage of commercial and office uses, as well as any residential units,
would be determined based upon market conditions and final design.
Site Enhancement Area #6 – RESIDENTIAL CENTER, EAST
Residential development shown in Site Enhancement Area #6 includes a mix of single-family, multi-
family, and apartment style units. Conceptually, this residential area includes approximately 40 single
family homes and 20 multi-family units. In order to construct this scenario, accommodations would need
to be identified to handle the associated water and sewer requirements. This residential area has been
designed to complement this area within the Hamlet. A recreation trail is provided throughout the
residential development and connects to the commercial area along Jacksonville Road, ultimately linking
to Route 96 and Jacksonville Park. There may also be the potential for a future connection to the Black
Diamond Trail from within this enhancement area.
The total number of new housing units identified in this conceptual scenario is approximately 92 single
family units and 34 multi-family or townhome units, for a total of 126 housing units (128 units were
identified as the high-range build-out projection for this node). Additional multi-family units may be
accommodated in the designated commercial/mixed use area.
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Site Enhancement Area #7 – TRANSIT STOP
The existing commercial building identified on Route 96 is a recommended location for a covered transit
stop. A multi-use building would provide a seating area for those awaiting bus service as well as retail
establishments, offering additional amenities and services in immediate proximity to transit users.
The existing bus stop on Route 96 should also be enhanced as a key transit location servicing people
traveling south to the Cayuga Medical Center and destinations within the City of Ithaca. The creation of
two transit areas could service busses in both the north and southbound direction, limiting the extra time
riders must sit on the bus traveling in a wrong direction and ensuring busses do not need to make extra
turnarounds. The existing bus stop on the west side of Route 96 should also be enhanced.
Site Enhancement Area #8 – SOUTHERN GATEWAY
Site Enhancement Area #8 indicates the southern gateway into the Hamlet of Jacksonville. Possible
recommended gateway treatments for this location include a gateway sign with landscaping and possible
a landscape median to slow traffic as they enter the node.
VEHICULAR CIRCULATION
Like the Cayuga Medical Center node, the Jacksonville Node is also intended for mixed use and various
types of residential development. Jacksonville is an established hamlet with residential and commercial
uses, a post office, and a transit stop along Route 96. The speed limit along Route 96 within this node is 40
mph although motorists typically travel over this speed limit. There is curbing throughout the Hamlet,
however the travel lanes are excessively wide (approximately 21-22 feet wide). The main intersection of
Route 96 with Jacksonville Road is skewed.
Analysis of the vehicular capacity at the Route 96/Jacksonville Road intersection indicates that the
intersection will operate at average to above average levels of service under the future nodal
development conditions. Therefore no vehicular capacity improvements are required. However, it is
anticipated that traffic signal warrants may be met at Jacksonville Road in the future. Therefore,
consideration should be given to installing a traffic signal in conjunction with future development and
build-out of the node.
Development within this node is proposed at the northeast corner of the Jacksonville Road intersection as
well as to the south and west of the intersection. New roadways providing vehicular access into the nodal
development areas are currently shown as “T” intersections and should be stop-controlled at their
intersections with Route 96 and with Jacksonville Road.
PEDESTRIAN AND BICYCLE CONNECTIONS AND FACILITIES
Sidewalks are provided along the west side of Route 96, only in
the vicinity of Jacksonville Road, and they are narrow and in
poor condition. There are no marked crossings and the sidewalks
end abruptly to the north and south of Jacksonville Road. On the
north side of Jacksonville Road, the sidewalk continues around
the corner and down Jacksonville Road to a dead end. The
Existing sidewalk conditions in Jacksonville Hamlet
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sidewalk on the south side of Jacksonville Road does not extend to the corner at Jacksonville Road.
The following pedestrian and bicycle improvements are recommended within this node:
1.Provide a curbed roadway section throughout the Hamlet of Jacksonville;
2.Revise the geometry of Route 96 within the node such that there are two 11’ travel lanes. The
remaining pavement width can either be used for an 8 feet wide on-street parking lane or can be
eliminated and used to provide a bike lane, sidewalk, and buffer area;
3.Install curb-bump outs to narrow crossing widths and to delineate recessed on-street parking
areas;
4.Install sidewalks along both sides of Route 96 throughout the Hamlet;
5.Install crosswalks in the north and south direction along Route 96 for pedestrians crossing
Jacksonville Road as well as the new roadways within the node;
6.Provide a 5’ designated bike lane along both sides of the road within the nodal boundary areas.
TRANSIT
The existing transit shelter along Route 96 in Jacksonville
should be enhanced and a recessed bus pull off should be
provided, as space permits.
TRAFFIC CALMING / CONTEXT SENSTIVE DESIGN
The main objective of providing traffic calming in the Hamlet of Jacksonville node is to encourage
motorists to travel at the posted speed limit of 40 mph. The wide expanse of pavement currently causes
motorists to travel too fast through this area.
The following traffic calming tools are recommended for reducing vehicular speeds within the Hamlet of
Jacksonville Node:
x Install curbing throughout the node with narrowed travel lanes to provide visual cues to
motorists to reduce travel speeds;
x Delineate travel lanes at approximately 14 feet and either narrow the pavement accordingly or
delineate recessed on-street parking areas with the excess pavement width.
x Provide sidewalks along both sides of Route 96 throughout the node.
x Provide curb-bump outs wherever possible to shorten crossing distances for pedestrians.
x Delineated pedestrian crosswalks should be provided on all four legs of the Jacksonville Road
intersection.
x Delineate pedestrian crossings at the new roadway intersections with Route 96 within the node.
Consideration should be given to providing marked crosswalks on Route 96 at these locations.
Existing bus stop in Jacksonville
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These crosswalks would likely require safety enhancements on Route 96 such as curb bump-outs
and/or a raised median treatment.
x Install gateway treatments at the north and south ends of the node.
GATEWAY TREATMENTS
The following gateway treatments are recommended for consideration at the Hamlet of Jacksonville
node:
x A landscaped sign that announces the entrance to the node,
x A raised, landscaped median at the north and south ends of the node on Route 96.
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2.3 Route 96 Corridor, Outside Nodes
LAND USE
Future development along the corridor should be focused within the nodal areas with development
outside of the nodes limited to the greatest extent possible. Any new development that occurs along the
corridor, outside of a node, should be required to conform to Design Principles such as those identified in
Section 3.3. The Design Principles seek to mitigate and minimize the impacts of new development along
the corridor, traffic impacts associated with curb cuts, environmental impacts such as the loss of
significant viewsheds, and community impacts including a change to the rural character of the corridor.
Future land use recommendations for the portion of the corridor within the Town of Ulysses are
identified in the Town’s Comprehensive Plan Update, which is scheduled to be completed by the end of
2008. Jacksonville is highlighted on the Future Land Use Plan as a mixed-use hamlet center, consistent
with the nodal development pattern represented within this Study. All other portions of the corridor are
in the Agricultural Priority Area land use classification. This land use classification implies that these
lands are primarily intended for agricultural uses and should be retained in their existing natural or
agricultural condition to the greatest extent possible. The plan highlights the need to focus future
development in designated areas, such as the Village of Trumansburg or Jacksonville, and limit
development in other areas within the Town.
The Town of Ithaca is also updating their Comprehensive Plan, with an expected completion date of 2009.
The Route 96 Corridor Management Study should be referenced when developing and considering future
land use recommendations within the Town, specific to the corridor. The Town should strive to ensure
consistency between the Study recommendations and their Future Land Use Plan.
VEHICULAR CIRCULATION
The nodal development plan restricts the majority of planned development to locate within the two
nodes in the Hamlet of Jacksonville and at the Cayuga Medical Center. Development that is proposed
outside of the nodes should be evaluated based on the following criteria with respect to vehicular
circulation:
x Limit the number of new driveways permitted to access Route 96 directly. Encourage
development that has access to a lesser side road to access Route 96 solely from the side road.
x Adopt municipal access management guidelines with a Route 96 Overlay District to strictly
control the placement and number of new driveways within the corridor.
x Consider consolidation and/or elimination of existing driveways whenever possible, including all
new development and re-development of existing parcels.
PEDESTRIAN AND BICYCLE CONNECTIONS AND FACILITIES
Improved circulation and safe pedestrian and bicycle routes along the corridor should be a priority when
implementing the recommendations of this study. While a comprehensive sidewalk network throughout
the length of Route 96 is not practical, or financially viable, efforts should be made to ensure that all
portions of the corridor outside of the City of Ithaca do have a striped shoulder with a minimum width of
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6-8’ depending on the speed of traffic in order to allow for the safe movement and circulation of
pedestrians and bicyclists.
TRANSIT
Public transportation is currently provided along the corridor by Tompkins Consolidated Area Transit
(TCAT). Bus Route 21 includes the entire corridor from Cornell to Trumansburg, while Route 19
circulates from the City of Ithaca to the Cayuga Medical Center. Although there are bus stops along the
route, most notably at the Medical Center, in the Hamlet of Jacksonville, and at a Park-and-Ride in the
Village of Trumansburg, the majority of the service is flag-and-stop. Under a nodal development scenario
which incorporates transit enhancements at population centers, it is unlikely that any additional transit
stops would be justified or needed along the corridor, outside of the nodes.
TRAFFIC CALMING / CONTEXT SENSTIVE DESIGN
NY Route 96 is functionally classified as an Urban Minor Arterial highway between the City line and
Perry City Road and then changes to a Rural Minor Arterial highway from Perry City Road to the north
of Perry City Road. According to Chapter 25 of the New York State Highway Design Manual, the
segments of Route 96 that lie outside of the nodes fall within the designation of Category IV Facilities
since the design speed in these segments is generally 50 mph or greater. Very few traffic calming
treatments are permitted by NYSDOT in Category IV facilities. However, the permitted treatments are
listed below:
x Pedestrian refuge, such as midblock islands,
x Bicycle facilities,
x Median treatments,
x Higher visibility crosswalks,
x Walk phase on signals.
2.4 City of Ithaca
A number of recommendations have been developed to address specific traffic and livability concerns in
the City within the defined study area, as described below:
The intersection of Route 96 (also known as Cliff Street) and Taughannock Boulevard (or Route 89) is a
crossroads of two major commuter routes for traffic entering and exiting the City. There is a heavy left
turn movement from Taughannock Blvd to Route 96 which results in traffic using the intersection to
compete for adequate green time at the signal. The end result is significant queuing in the eastbound and
westbound directions on Route 96 during the AM and PM commuter peaks.
This congestion could be relieved by allowing traffic entering and exiting the City on Route 89 to bypass
the intersection. This may be accomplished by constructing a new bridge over the Cayuga Lake inlet
connecting Route 89 with Fulton Street at the existing Court Street intersection. This recommendation is
consistent with previous studies completed for this area of the City.
The narrow width and steep grades along Cliff Street in the City of Ithaca present challenges for
pedestrian and bicycle enhancements. Buffer plantings and fences can aid in creating a separation
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between pedestrian/bicycle paths and motor vehicles. An option for alleviating bicycle/pedestrian/
vehicular conflicts on Cliff Street would be to create a direct link to the Black Diamond Trail from Route
96 near the City limits. The linkage could be identified through signage and a crosswalk treatment. In
addition, the Town of Ithaca has shown a new roadway and/or trail connection between Route 96 and
Route 79. This connection should be pursued to further enhance the vehicular and non-motorized
transportation system in this area.
In addition, a gateway treatment should be considered to identify the motorist’s arrival at the City of
Ithaca. A landscaped median treatment may be one possibility in the wider section of Route 96 just north
of the City line. Other improvements for the Route 96 study segment within the City may include:
Install a gateway treatment on Route 96 just north of the City line
Improve bicycle and pedestrian accommodations through additional buffering wherever possible
on Route 96
Periodically review traffic signal phasing/timing and optimize
Consider a new bridge connection between Route 89 and Fulton St at Court St to relieve
congestion at Route 89/Route 96
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3.0 RECOMMENDATIONS
A series of recommendations are presented to assist decision makers in each of the study area
municipalities with developing guidelines for future development and identifying potential future
projects. The goal of these recommendations is to mitigate traffic through a nodal pattern of development
and maintaining the rural character and quality-of-life along the corridor.
Chapter 3.0 includes general recommendations for promoting safety at key intersections, preserving
quality-of-life along the corridor, design principles to guide development within each node, and design
principles applicable throughout the Route 96 corridor. The recommendations propose suggested
regulatory language that can foster a development environment that is consistent with the goals of the
Nodal Development Scenario.
The recommendations set forth below build upon the land use strategies, techniques, and principles from
Technical Report #2. They offer guidance for future land use regulations within the municipalities.
3.1 Intersection Improvements
Five intersections were selected for a greater level of study and analysis based on their existing and
potential future conditions. Project sheets, showing existing conditions as well as recommended
conceptual alternatives, have been developed and are included in Appendix 1 of this report. In addition
to the graphic depictions of the intersection, each project sheet includes a brief background, intersection
concerns, and recommended tools.
Project Sheets have been completed for the following intersections:
x Route 96 & Jacksonville Road: recommendations include improvements for bicycle and
pedestrian travel, street amenities, new curbing, recessed/delineated parking, and potential for a
new traffic signal or a roundabout.
x Route 96 & Harris B Dates Drive-West Hill Drive: recommendations include improvements for
bicycle and pedestrian travel, street amenities, new curbing, and potential to replace the existing
traffic signal with a roundabout.
x Route 96 & New Cayuga Medical Center Node intersection: recommendations include
improvements for bicycle and pedestrian travel, street amenities, new curbing, and potential for a
new traffic signal or a roundabout.
x Route 96 & Taughannock Boulevard: recommendations include improvements for bicycle and
pedestrian travel, signal phasing/timing improvements, and the potential for a new bridge
connection between Route 89 and Fulton Street.
x Route 96 & Krum’s Corners Road: recommendations include replacing existing warning signs
with new style, larger signs and removing vegetative obstructions.
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3.2 Corridor Livability Recommendations
Findings from the Residential Community Survey, Business Focus Group meetings, April Public Meeting,
and Technical Review Committee meetings identified areas of concern for those living and using the
corridor, as well as positive aspects of the Route 96 corridor within the study area. Recommendations to
improve existing conditions and the quality-of-life of corridor residents and business owners have been
identified below in response to those issues and opportunities that were defined through the various
public forums utilized during the planning process associated with the development of this Study.
SPEEDING
Traffic speed was identified as the top concern for corridor residents who responded to the community
survey. Opportunities to reduce traffic speeds along the corridor are limited due to its classification as a
State Route and NYSDOT guidelines. Although actual traffic speeds may not be applicable on Route 96,
there are physical and visual cues that could be incorporated along the corridor to help slow the rate and
speed of traffic. Potential cues to slow traffic along the corridor include:
x Improved Signage
x Landscaping
x Reductions in roadway width
x Landscaped medians in nodal areas
x On-street parking in nodal areas
TRAFFIC VOLUME
Traffic volume was also identified as a significant issue for those that live and work within the study
area. Traffic volumes today are driven by a lack of internal connections, individual driveways, and a lack
of land use integration. Recommended methods to reduce traffic volumes along the corridor include:
x Enhance public transportation services to make it a more desirable option by improving access,
accommodations, and convenience
x Promote nodal development that allows people to live, work, and shop without having to drive
on corridor
RURAL AND SCENIC CHARACTER
The rural and scenic character of the corridor was rated as one of the greatest benefits and positive
attributes associated with living on, working on, and traveling along the corridor. Design and zoning
requirements could be established and incorporated into municipal regulations to preserve, protect, and
enhance the rural and scenic character of the corridor into the future. Recommendations to ensure the
character of the corridor is not negatively impacted by future development include:
x Update zoning controls to limit the types of development permitted along the corridor
x Update zoning controls to establish a minimum lot size and maximum building coverage
x Require all future development to identify environmental impacts of development
x Identify scenic views along corridor
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CONVENIENCE
The lack of convenient access to goods and services was also identified as a concern by corridor residents.
Similar to traffic volume, the lack of integrated land uses and the distance required to travel from one
good/service to another is a negative aspect of corridor living. Potential methods to improve convenience
for corridor residents include:
x Promote nodal development concept that incorporates a mix of uses within a designate
development area, reducing the number of outside trips residents and workers need to make to
access everyday goods and services
COMMUTE TIME
Commute time was also identified as an issue by area residents, with specific areas of concern around the
City of Ithaca and at the Cayuga Medical Center where there is the greatest potential for delays due to
traffic signals. In addition to traffic signals, commute time may be increased in association with increased
traffic volumes and an increased number of access points. The following recommendations could be
implemented to ensure that commute time is not unnecessarily increased along the corridor:
x Replace existing traffic signals with roundabouts whenever possible
x Install roundabouts in lieu of traffic signals when new signals are warranted
x Limit the number of curb cuts for new developments
x Periodically review traffic signal phasing/timing and optimize whenever possible
x Consider providing a new bridge connection between Route 89 and Fulton Street at Court Street
to alleviate congestion at the Route 89/Route 96 intersection. This would reinforce the City street
network and redistribute traffic in the most congested part of the City of Ithaca.
Any improvements, particularly in the vicinity of the Cayuga Medical Center, must consider the impact
on emergency vehicles. However, it is noted that emergency vehicles have priority at all types of
intersections and that other motorists must yield to emergency vehicles whenever necessary.
Roundabouts provide a higher degree of safety in terms of less conflicts and less potential for severe
crashes as compared to traffic signal controlled intersections. There are fewer collision points and injury
producing right-angle accidents are eliminated. This is true for traditional vehicles, as well as emergency
vehicles.
ACCESS DENSITY
The number of driveways a user experiences on a daily basis has impacts on their overall travel
experience. A higher number of driveways over a short distance impacts traffic generation rates, travel
times, vehicular movements, and vehicular / pedestrian conflicts (safety). The design principles for areas
outside of the nodes (Section 3.4) identify ways to mitigate the impacts associated with access density. A
summary of potential recommendations is included below:
x Promote the consolidation and sharing of driveways
x Promote property access from existing secondary roads off of the corridor when possible
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NOISE
The noise generated by corridor traffic was identified as a concern by those residing along the corridor.
Recommendations for reducing the impacts of traffic noise include:
x Promote a nodal development scenario that will result in reduced trips and traffic volumes which
result in increased noise
x Buffer plantings or barriers along Cliff Street portion of Route 96
x Encourage reverse frontage for all new development and redevelopment of houses on Cliff Street
CONNECTIVITY
Residents indicated that connectivity and the relationship of land uses has the ability to impact the
overall quality-of-life experienced by corridor residents. The lack of mobility options and access to
alternative modes of transportation was identified as a negative aspect of living along the corridor.
Improving conditions associated with alternative modes of transportation, connections, and linkages
could be achieved through the implementation of the following:
x Multi-use trails within nodal areas connecting neighborhoods
x Sidewalks and bike lanes incorporated into nodal areas
x Striped shoulders on corridor outside of nodes for use by bicyclists and pedestrians
x Connections to existing and proposed recreation trails, such as the Black Diamond Trail
TRANSIT
Increased transit use would help to mitigate many of the negative aspects identified with living along the
corridor and many residents have identified that they would be interested in using transit if it became
more accessible to them. Although there are not currently plans to increase transit routes within the
study area, expand bus stops, or add a park-and-ride, projected future growth may require that some of
these changes occur in the future. Short-term projections would not likely result in significant changes, as
current routes are often underutilized and have the ability to capture a larger number of riders. The
following considerations should be incorporated into future decision-making with regards to transit:
x Tompkins County and each of the involved municipalities should continue to work and
coordinate with TCAT as future development occurs to define whether any changes to the
existing public transportation system are warranted.
PEDESTRIAN SAFETY
Pedestrian safety is an obvious concern along the corridor due to the high volume of traffic and rates of
speed in which traffic travels. The lack of sidewalks outside of the City of Ithaca limits requires
pedestrians to walk within the shoulder of the roadway which, although provides adequate room for
walkers, may also be perceived as unsafe because there is no clear barrier between vehicles and
pedestrians. Improving pedestrian safety, and the perception of safety, may be possible through the
implementation of the following measures:
x Visual cues to slow traffic, improving the perceived and real safety of pedestrians
x Reduced speed limits within the nodes
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x Pedestrian crosswalks
ACCIDENT RATES
In an effort to reduce the number of accidents along the corridor, the following recommendations could
be implemented by each of the individual municipalities:
x Adopt access management guidelines including, but not limited to, limiting the number and
location of access points, limit left turns, require shared driveway and cross access whenever
possible.
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3.3 Outside Node Design Principles
Access density along the Route 96 corridor impacts traffic speeds, accident probability, and safety for
pedestrians and vehicles using and accessing the corridor. Design principles should be incorporated into
future zoning updates for the corridor to ensure future driveways and curb cuts are incorporated in a
manner that promotes the safety and effective use of Route 96.
Limit driveways to one per parcel.
Encourage access to properties from side roads
when possible.
Adopt Access Management Guidelines that clearly
define the distance and number of access drives
allowed along Route 96 in each municipality.
Promote the consolidation of driveways.
Maintain a minimum frontage of 300’ along Route
96 if parcels are subdivided.
Consider eliminating additional driveways when
properties with more than one driveway are
redeveloped.
Parking lots are typically characterized by expanses of asphalt which detract from the aesthetic, natural
character of a rural landscape. Design principles which mitigate the impacts of parking areas should be
incorporated into future zoning and design standards. Recommended design principles include:
Restrict parking in the front yard.
Locate parking areas at the rear of a building when
possible and should strive to be invisible from Route
96. When not feasible, limited parking may be
allowed in a side yard area.
Land bank parking areas on a case-by-case basis for
new development along the corridor.
Access Density
Parking
The consolidation and sharing of driveways to limit
curb cuts is preferred along Route 96
Rendering depicts parking at rear of building which is visually
screened from surrounding uses and roadways
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Maintaining the scenic character of the corridor is an important goal and objective for each of the
involved communities. Recommended design principles should incorporate and build upon existing
conditions and reflect the desired character for the corridor.
Reflect the style of building typically associated with
a rural setting for all new non-residential
development. Appropriate styles may include
farmhouses, barns, country stores, industrial farm
operations, and other farm outbuildings.
Incorporate design elements that are consistent
within a rural setting.
Limit building heights to 36 feet. Special exemptions
may apply to specialty farm structures, such as silos.
Considering recent trends, walking and bicycling will remain an increasingly important mode of
transportation both within nodes and along the Route 96 corridor. Accommodations to provide a safe
environment for these alternative modes of transportation should be considered and incorporated as
appropriate.
Incorporate a striped shoulder, at least 6’ in width,
along the entire length of Route 96 outside of the
nodal areas.
Include bike lanes throughout the corridor as well as
within nodes to promote and support increased
bicycle usage. Through the Town of Ulysses and
Town of Ithaca, wide shoulders exist for use by
bicyclists. These should tie into recommended bike
lanes within the nodal areas, as well as other
existing and future multi-use trail connections.
Identify possible future connections from Route 96
to the Black Diamond Trail, including near the
entrance of the City of Ithaca.
Architectural Vocabulary
Pedestrians and Bicyclists
Existing shoulders should be enhanced and maintained
for use by bicycles and pedestrians outside of the nodal
areas.
Rural architectural styles are appropriate for future
commercial development along the corridor.
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3.4 Nodal Design Principles
The following design principles and recommendations have been established and can be applied to the
Cayuga Medical Center and Jacksonville Hamlet nodes. The design principles have been established
under the following headings:
x General Design Principles;
x Residential Development;
x Site and Setting;
x Architectural Vocabulary;
x Connections and Linkages;
x Public Areas, Open Space, and Landscaping;
x Pedestrian Amenities; and
x Streets and Vehicular Spaces.
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General design principles include those guidelines and recommendations which will help to create a
foundation for achieving the nodal development scenario.
Develop nodes so the central core is within a ¼ mile
radius from transit stops and a ½ mile radius from
services.
Focus the most intense concentration of land uses
around the central core with reductions in density as
distance increases from the center.
Encourage a mix of land uses throughout the node,
as well as within individual buildings, when
appropriate.
Develop commercial and retail areas to be
neighborhood oriented and of a neighborhood scale.
Allow a mix of land uses that include the following:
single-family residential, multi-family residential,
commercial, retail, office, institutional, parks and
open space, and community services.
Design principles for residential development will help enhance the character and diversity of residential
options within the nodes.
Incorporate a variety of residential densities and
styles within each node, including single-family
residential, townhomes or two-family homes, and
multi-family units.
Ensure a range of housing price points to ensure a
mix of affordable and higher end residences.
General Design Principles
Residential Development
Single family residential in the Village of
Hammondsport
Example of Higher Density Single Family Residential
Image depicts the character of a concentrated
development pattern versus a suburban pattern
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The placement of buildings on an individual parcel, as well as in context to the corridor and entire node,
is important to identify the desired community character for the area.
Site commercial buildings along main streets which
are internal to the nodes to reinforce the nodal street
edge.
Site new development off of Route 96, with only
limited access to the development off of the corridor.
The majority of roadways should be internal to the
development, minimizing access cuts along Route
96.
Site new construction to reduce physical and visual
impacts to existing natural resources and sensitive
features, such as streams.
The architectural vocabulary established within the nodes should enhance and build upon the existing
character, particularly in an established node such as Jacksonville. Architectural design principles could
be considered by each municipality when updating zoning ordinances or developing design guidelines.
Ensure the scale and design of all buildings is
consistent with surrounding existing building styles.
This is particularly true in the Hamlet of Jacksonville
where a concentration of historic buildings
representing the original development of the Hamlet
still exist.
Design infill development to be compatible with the
average height, massing, and width of surrounding
buildings.
Scale commercial and mixed use buildings in a
manner that does not overtake adjacent residential
buildings. The scale of commercial and mixed use
buildings should be consistent with the overall
nodal development pattern.
Proportion building facades, particularly at street
level, using windows and entrances, and should be
no less than 60% of the façade.
Incorporate awnings on commercial and mixed use
buildings to enhance the pedestrian scale of these
areas and create an outdoor roof.
Architectural Vocabulary
Site and Setting
The existing character and scale of the Hamlet of
Jacksonville should be retained in new building design
In the Hamlet of Cheshire, NY buildings are located close to
the street and reinforce the street edge.
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Place building entrances along the main roadway on
which they are located.
Ensure building heights do not exceed 2 stories, or
30 feet, in the Jacksonville Hamlet node.
Ensure buildings do not exceed 3 stories, or 40 feet,
in the Cayuga Medical Center node.
Use appropriate, natural materials such as wood,
stone, and brick. Large scale fabricated materials,
such as concrete block, concrete masonry units, and
EIFS, should be prohibited.
Strong connections and linkages are an integral component to the creation of a successful nodal
development scenario. Incorporation of the design principles into future design guidelines will ensure
that non-vehicular mobility and options for circulation are incorporated into the nodal development
areas.
Connect all land uses and development areas within
the node by a comprehensive sidewalk and trail
network.
Create non-motorized, multi-use connections to
connect the nodes with outlying areas, to the extent
appropriate.
Apply the ADA (Americans with Disabilities Act)
Standards for Accessible Design criteria to all projects
when designing and improving roadways and
pedestrian facilities.
The nodal development concept focuses on creating public spaces, fostering human interactions, and
expanding opportunities for residents and visitors to meet on the street, in a park, or on a trail. Design
principles focus on creating opportunities for people to enjoy and share public areas by establishing
criteria that make public places accessible, enjoyable, and safe.
Locate active and passive open space opportunities
within 1,000’ of every residence.
Integrate and enhance existing natural features
within the node. Protect natural features with
appropriate buffering and design controls.
Incorporate canopy trees into site design, especially
in public areas and along sidewalks, in order to
Public Areas, Open Space, and Landscaping
Connections and Linkages
Public open space, as in the Village of Hammondsport,
should include amenities, linkages to surrounding
development and be located within 1000’ of homes
Sidewalks in residential neighborhoods link to the
commercial core of the Village of Shortsville, NY
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provide shade and comfort to users.
Provide ample seating opportunities at regular
intervals along sidewalks.
Plant one (1) street tree for every 40 feet of street
frontage.
Incorporate pedestrian-scaled lighting along Route
96, activity areas, and along pedestrian routes.
Pedestrian-scaled lighting should be of a design
consistent with the overall architectural character of
the node and should not exceed 12’ in height.
Maintain lighting within nodes in conformance with
the guidelines of the Illuminating Engineering
Society of North America.
When focusing development on the framework of creating a livable, walkable environment, it is
necessary to ensure that pedestrians are provided amenities that make walking a desirable, efficient, and
worthwhile alternative.
Ensure a transit stop is located within ¼ mile of 80%
of all residential units within the node.
Locate pedestrian amenities, including lighting,
benches, bike racks, and trash receptacles
throughout the node, with a higher concentration in
heavily utilized public areas.
Incorporate pedestrian scaled maps within the node
to highlight pedestrian routes, attractions (such as
shopping), and amenities (such as public restrooms)
found throughout the node.
Vehicles will continue to be a mode of transportation, even as walkability and mass transit options are
promoted and utilized. The design principles associated with streets and vehicular spaces are intended to
ensure that the relationship between cars and people are considered in all phases of the planning and
design process so they can co-exist in harmony.
Incorporate traffic calming measures to enhance
safety and control traffic speeds, as identified in
Section 2.0 of the Study.
Site parking areas behind buildings to ensure they
are not a dominant feature of the streetscape. No
Streets and Vehicular Spaces
Pedestrian Amenities
Street trees, such as those in West Chester, PA, help to
soften a commercial oriented mixed use streetscape and
provide an added to comfort for pedestrians
Pedestrian scaled signage is appropriate at key
pedestrian locations, such as a transit stop
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parking lots should have frontage on Route 96.
Central courtyard parking in nodal development
areas with multiple commercial or mixed use
buildings may be appropriate.
Maintain 20% of all surface parking lots unpaved to
allow for greenery and plantings.
Access from Route 96 should be limited to two new
locations within each node. Primary circulation for
the nodes should occur within the node, not along
Route 96.
On-street parking, as in the Hamlet of Marion, provides
a visual cue to slow traffic and may be appropriate in the
Hamlet of Jacksonville
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3.5 Revisions to Regulatory Language
The recommendations from the Route 96 Corridor Management Study will be implemented through
continuing intermunicipal cooperation, and municipal review and consideration of revision to local
regulations to foster the type of development identified in the Nodal Development Scenario. The
following recommendations are intended to assist each of the involved communities in making changes
to local regulations to promote the Nodal Development Scenario.
The Town of Ulysses and Town of Ithaca are currently involved in processes to update their
Comprehensive Plans. Once communities have adopted Comprehensive Plans, the next step is often to
update their zoning regulations to ensure consistency with the Future Land Use Plan. The timing of this
Study will help to ensure that recommendations associated with promoting the Nodal Development
Scenario can also be integrated into zoning updates. Efforts should also be made to ensure that the
Comprehensive Plans for the Towns are consistent and support the vision of the Corridor Study.
Revisions to any regulatory language must take into consideration two distinct development patterns,
that which will happen within the nodes and that which will happen along the corridor outside of the
nodes.
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3.5.1.Regulations Outside of Nodes
Land uses along the Route 96 corridor, outside of the nodes, retain a rural character. In the Town of
Ulysses land uses range from commercial to single-family residential, as well as a significant amount of
farmland and natural open space. The Town of Ithaca has a slightly more suburban character with a
greater amount of development including single- and multi-family residential, institutional uses, offices,
industrial operations, and commercial development. However, open space and scenic views are also
predominant characteristics within the Town of Ithaca. The City of Ithaca is much denser with a more
urban development pattern including smaller lots and fewer vacant and naturalized parcels directly
adjacent to the corridor.
In order to focus future projected development into the nodal areas and allow development that does not
negatively impact the character of the corridor outside of the nodes, the introduction of language into
existing zoning codes is needed to address the corridor as a whole. These regulatory provisions would
seek to limit the density of development on the corridor, outside of nodes, in an effort to protect the
existing rural character and focus higher densities of development within the nodal centers. In addition to
monitoring densities, regulatory language should also focus on the quality and site design of each
individual project, which could be accomplished through the adoption of design standards/guidelines.
One option for each of the communities would be to designate the Route 96 corridor as a specialized
zoning overlay district within the Zoning Codes and Zoning Maps for each of the municipalities.
Because the adoption of a comprehensive zoning designation that crosses municipal boundaries may be
difficult to implement, each of the municipalities may alternatively agree to incorporate regulations that
achieve the goals of the Nodal Development Scenario, but do so in a manner that is consistent and
complementary within their existing regulatory framework. Regulatory language should address the
following:
Intent
The intent for any zoning regulations impacting Route 96 within the study area must be to support the
goal for the majority of future development to occur within the nodal areas. While the regulations should
allow for a range of land uses outside of the nodes, they will need to also ensure the open space, views,
natural areas, and undeveloped parcels are preserved. The location, site placement, building design, and
use should be regulated to create a low concentration of new development that simultaneously protects
the rural setting and ensures the efficiency of Route 96 as a transportation corridor.
Permitted Uses
The specific permitted uses allowed along the corridor will be determined by each of the individual
communities. Recommended permitted uses could include:
x Agricultural operations,
x Other rural enterprises which complement agricultural operations;
x Parks and open space uses,
x Institutional uses,
x Residential uses, and
x Public buildings.
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Design Guidelines
In order to promote the low density development desired outside of the nodes, the following dimensional
parameters are recommended for municipal consideration when updating zoning language:
Minimum Lot Size Range:3 – 10 acres
Maximum Lot Coverage Range:5 - 10 percent
Maximum First Floor Area Range:20,000 – 35,000 square feet
Front Yard Setback (min) Range:50 - 75 feet (to create green space strip along corridor)
In addition to the dimensional requirements noted above, the design principles outlined in Section 3.3 of
this Plan could be incorporated as they address other important design issues such as parking, access
density, and architectural guidelines.
Sustainable Design
Sustainable design is defined as the art of designing the built environment to comply with overarching
principles of economic, social, and ecological sustainability. Sustainable design is the key objective and
purpose of the Nodal Development Scenario, but the principles of sustainable design should also be
applied to development outside of the nodes.
A number of the common principles of sustainable design are highlighted below:
x Low-impact materials, including those that are non-toxic, sustainably produced, or recycled
materials.
x Energy efficient products, such as heating and cooling systems.
x Alternative energy sources, such as solar hot water).
x Use of on-site power generation, such as solar technology or wind power.
x Rainwater harvesting and rainwater gardens.
x Land-banking parking lots.
x Permeable materials for traditionally impermeable site areas.
x On-site waste management, such as green roofs that filter and control stormwater runoff.
x Landscaping to shade buildings from direct sun and wind protection.
x On-site composting.
x Local material usage to avoid transportation-related energy use.
Other Considerations
New York State Department of Environmental Conservation requires that municipalities receive a copy
of a Storm Water Pollution Prevention Plan (SWPPP) prior to approval of any site development
disturbing more than one acre. This requirement, for all development along the corridor, will ensure that
the quality and quantity of water is protected.
“Dark Sky” compliant lighting fixtures should be required for all future projects on the corridor.
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3.5.2.Regulations for Nodal Areas
The Village of Trumansburg is an established node within immediate proximity to the study area which
exemplifies the concentration of development that is desired within the Cayuga Medical Center and
Jacksonville Hamlet nodes. The style and exact layout of the proposed nodes will depend on funding,
developer interest, and community vision for achieving the overall objectives.
Regulations developed for the nodal areas should focus on reducing transportation impacts, promoting a
range of complementary uses, creating a cohesive pedestrian network, and enhancing the aesthetic and
physical quality of the nodes. In order to accomplish this, each of the involved communities should
consider creating a Mixed Use Zoning District that incorporates design guidelines and principles to
achieve the overarching vision. The boundaries of the Zoning District should be carefully considered by
each of the municipalities but should include a maximum of ½ mile from the center point of each of the
nodes as discussed within this Study.
Regulatory language for a Mixed Use Zoning District could include the following general requirements:
Intent
The intent of a Mixed Use (MU) Zoning District is to support the development of a mix of complementary
uses. The MU District is intended to promote and foster a medium to high density node of activity that
encompasses a variety of uses, including residential, commercial, office, institutional, and open space.
The design and layout of the nodes should create clusters of activity and efficient transportation routes,
for a variety of transportation types, which enhance the public realm and safety of users.
Permitted Uses
The specific permitted uses allowed within each node will be determined by individual communities. It is
recommended that, at a minimum, the following types of uses be promoted within the nodes:
x Retail,
x Service,
x Office,
x Institutional,
x Single-Family Residential,
x Multi-Family Residential (townhomes, duplexes, condos, apartments),
x Mixed-Use Buildings,
x Open Space and Parks, and
x Public and Semi-Public Uses.
Other uses may be permitted, or approved by Special Use Permit, as deemed appropriate by the
municipalities as they undertake zoning updates. Other uses to be considered may include light
industrial, medical services, gas stations, or small farm operations.
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Design Guidelines
In order to promote the development density desired within the nodes, the following dimensional
parameters are recommended for municipal consideration when updating zoning language:
Minimum/Maximum Lot Size:Determined on case-by-case basis. Goal is to achieve
development consistent with the desired scale for the
nodal area.
Minimum Lot Coverage:Determined on a case-by-case basis based on the existing
pattern of development. Recommended range between
35% to 55%.
Maximum Lot Coverage:Maximum lot coverage for commercial uses
recommended between 60% and 80%. Maximum lot
coverage for residential uses will vary depending on
types of units.
Front Yard Setback (min):Determined on a case-by-case basis based on the existing
pattern of development. Goal is to achieve a zero or
nominal setback to create strong streetscape presence.
Front Yard Setback (max):Range of 10- 15 feet.
Rear Yard Setbacks:Determined on a case-by-case basis based on the existing
pattern of development.
Side Yard Setbacks:Determined on a case-by-case basis based on the existing
pattern of development.
In addition to the dimensional requirements noted above, the design principles outlined in Section 3.4 of
this Study should be incorporated as they address other important design issues such as parking,
building placement, landscaping, and architectural guidelines.
The dimensional requirements lend themselves to creating a human-scaled development pattern and
seek to create a substantial architectural presence in mixed-use, commercial, and residential areas.
Minimal front setback requirements will result in a strong street edge along both Route 96 and internal
roadways, helping to slow traffic and create a pedestrian friendly environment.
Other Considerations
Specific guidelines for large-scale residential developments, greater than 10-units, should also be
prepared and include the requirement for the developer to dedicate at least 20% of the total site area to
community / public open space.
Each of the municipalities should develop a special set of parking requirements specific to the Mixed Use
Zoning District. Since the nodal development pattern is characterized by a mix of uses within close
proximity, it is presumed that users will park and visit more than one destination and nodal residents
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will visit multiple businesses within the node by foot or bike. Standard parking requirements for
“suburban” development patterns are not appropriate in a higher density, mixed-use nodal scenario. A
shared parking ordinance is an option that would allow for parking reductions in mixed-use areas based
on a series of assumptions about different usage and peak usage hours for different land use types.
Incentives
A series of development incentives may also be considered and utilized by each of the Towns in order to
make the type of development sought in the nodes more desirable to prospective developers. Developer
incentives may include, but are not limited to:
x Density increases for targeted development types, such as moderate-income or energy efficient
housing;
x Reduced parking requirements;
x Reduced building permit fees;
x Tax incentives; or
x Financing incentives.
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4.0 CONCLUSION
The Route 96 Corridor Management Study was prepared to help assess and analyze the impacts of a
Trend Development Scenario versus a Nodal Development Scenario on the Route 96 corridor from the
northern edge of the Town of Ulysses south to the intersection of Route 13 in the City of Ithaca. The Study
was approached from both a transportation and overall quality-of-life perspective. The same population
projections (mid- and high-range) for the corridor were applied to both scenarios.
The Trend Development Scenario assumed that development would continue to occur along the corridor
as has it has occurred in the past, resulting in a majority of development along the road frontage. The
Nodal Development Scenario focused 75% of projected future development over the next twenty years
within three nodes on the corridor – the established Village of Trumansburg, Jacksonville Hamlet in the
Town of Ulysses, and the Cayuga Medical Center in the Town of Ithaca. Although not an identified nodal
area on West Hill, the City of Ithaca is expected to absorb other future growth over the next twenty years
that is beyond the projections for the West Hill travel shed.
Under the Nodal Development Scenario, the majority of undeveloped land along the corridor is able to be
retained, maintaining the rural character and agricultural operations which define this corridor.
Residential densities within the nodes were increased to 2 to 5 dwelling units per acre, with the potential
for greater densities. The increased residential densities are consistent with the general planning goals for
the region of reducing the overall amount of developed land, maintaining existing agricultural
operations, preserving viewsheds and open space, and protecting natural resources.
The results of the exercises undertaken as part of the Route 96 Corridor Management Study indicate that
a Nodal Development Scenario would have a positive impact on the corridor, from both a traffic and
quality-of-life perspective. The Nodal Development Scenario allows for the general character of each
community to be preserved. It improves traffic flow and speeds, creates additional opportunities for
pedestrians and bicyclists, improves access to goods and services for a greater number of people, and has
an overall positive impact of the day-to-day quality-of-life for the area’s residents and visitors. The
Nodal Development Scenario addresses the key concerns and issues, as well as the primary goals of
residents and businesses, as indicated through a residential community survey, focus group sessions, and
at public meetings.
The recommendations provided in Technical Report #3 are intended to be a starting block for future
efforts to be undertaken by the intermunicipal partners and each municipality to ensure the Nodal
Development Scenario becomes a reality over the next 10-20 years and beyond. Design principles and
regulatory language included in the Study should serve as a beginning point for revisions to local codes
and regulatory documents. The conceptual plans included within the Study present one potential
depiction of how the nodes could develop over time to accommodate future projected growth. They also
show how the recommended design principles could be integrated into a nodal plan. Each concept seeks
to tie together various aspects of the design that are essential for creating a sense of place and community.
Ultimately, the implementation of the Nodal Development Scenario will require close and on-going
collaboration with other interested and involved parties, including Tompkins County, TCAT, NYSDOT,
and most importantly, with each other.
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5.0 APPENDIX
The Appendix includes Project Sheets for each of the study area intersections identified within the Study.
Route 96 Corridor Management Study
Technical Report #4: Intermunicipal Implementation Strategy
1.0 INTRODUCTION
1.1 Project Background
The Route 96 Corridor Management Study evaluates the traffic impacts associated with development
along this transportation corridor from the southern boundary of the Village of Trumansburg to the
junction of NYS Routes 96 and 13 (Fulton Street) and provides recommendations and mitigation
strategies for these impacts. The Study quantifies existing and projected traffic and levels of service and
evaluates how a nodal development pattern with mixed uses, enhanced transit service, access
management, and additional transportation system improvements, including bike and pedestrian facilities,
could mitigate the impacts of this traffic. The Study examines the option of promoting development nodes
in the vicinities of Cayuga Medical Center and the Hamlet of Jacksonville as well as considers the
impacts of anticipated development in the City of Ithaca and Village of Trumansburg, as an alternative to
a sprawling suburban and rural development pattern. This plan will define the extent of nodal
development and identify specific access and corridor management improvements that could be made to
mitigate traffic impacts. Key considerations are multi-modal opportunities in the corridor and protecting
the livability of impacted areas. The Study recommends specific land use regulatory changes and
transportation system improvements that would have the effect of reducing the traffic impacts of future
development in the corridor.
1.2 Project Purpose
The purpose of the Route 96 Corridor Management Study is to help the Town of Ulysses, Town of Ithaca,
City of Ithaca, Tompkins County, Ithaca-Tompkins County Transportation Council (ITCTC), and
Tompkins Consolidated Area Transit (TCAT) define an appropriate approach to manage anticipated
growth along the Route 96 corridor from the southern boundary of the Village of Trumansburg to the
intersection of Route 96 and Route 13 in the City of Ithaca.
This study will serve as a guide to define a preferred development pattern for the corridor that is
consistent with the goals and vision for each of the involved communities and entities. It will recommend
strategies to reduce anticipated traffic-related impacts caused by new development, as well as increased
through traffic. A critical objective of this study is that findings and recommendations will assist the
Town of Ulysses, Town of Ithaca and City of Ithaca in their current comprehensive plan updates.
Arguably, one of the most important outcomes of the Route 96 Corridor Management Study is to succeed
in developing an intermunicipal plan of action that supports the individual goals of each
community/organization involved in the study and achieves broader regional transportation, housing, and
land use goals.
2.0 TECHNICAL REPORT #4: INTERMUNICIPAL IMPLEMENTATION STRATEGY
The Route 96 Corridor Management Study Technical Report #4 will draw from Technical Reports #1-3 to
develop an intermunicipal strategy for mitigating traffic by promoting development in a nodal pattern
along the Route 96 corridor. The first three reports are summarized in Appendix A of this document and
full text is available on the Tompkins County Planning Department website at http://www.tompkins
co.org/planning/transportation_choices/Route96Ifno.htm.
A brief description of Technical Reports #1-3 follows: Report #1 presents the existing conditions on the
Route 96 Corridor, including traffic conditions, physical characteristics of the road and surrounding land,
and zoning and land uses. Technical Report #2 provides the transportation analysis portion of the study
as three components: traffic projections, traffic impact analysis, and opportunities and constraints
analysis. Technical Report #3 offers a series of recommendations for transportation infrastructure, land
1
use, and quality of life changes/improvements that are based both on study analysis and resident and
stakeholder input.
Technical Report #4 will develop a two-pronged approach for accomplishing the recommendations of the
Study. First, it will establish consensus among municipal and agency partners about the methodology for
developing in a nodal pattern across municipal boundaries, including developing design guidelines and
specific regulatory recommendations. Next, it will present a list of improvement projects that can be
achieved through collaboration between municipalities and NYSDOT. Ultimately, the intermunicipal
implementation strategy will serve as a planning tool for municipal comprehensive planning efforts and
agency long-range planning.
2.1 What is Nodal Development?
A node, as used in the Tompkins County Comprehensive Plan, refers to a relatively dense concentration
of mixed-use development. Nodes include, and the concept is derived from, the traditional villages in the
county as well as areas with infrastructure and an existing base of housing, services and/or employment
that may function as a node or support development of a node in the future. It is intended that nodes
provide employment, a mix of types of residences, and commercial and community services in a walkable
community that can be connected to larger employment and service centers by public transit.
In order to keep a node walkable it should encompass roughly a ½-mile radius from the commercial core
to the edge, with the densest residential development within 1/4 mile of a transit stop. (Ideally there
should be a distinct rural/urban edge to the node.) This means a total land area of approximately 500
acres. Studies have indicated that a population of about 2,000 to 2,500 is required to support the most
basic neighborhood-scale commercial services. If half of the gross acreage, taking out land for streets,
parks, public and commercial buildings, etc., is devoted to residential development and the average
household size is estimated to be 2.5 persons, that requires a density of at least four to five units per acre.
Of course greater densities will make it possible to provide a greater range of services (and make these
services more economically viable) thus reducing further the need for vehicular trips. A well-planned
node could easily accommodate a population in excess of 6,000 and still maintain the walkability
standards. An average density of 5-10 units/acre is recommended with single- family development at the
lower end of the range and multi-family development in the 10-15 unit/acre range. Higher densities also
make it more likely that a mix of incomes can be accommodated in the residential households.
Over the long run nodes should seek to establish a balance between residential development and
employment. Assuming that half of the estimated 500 acre-sized node is dedicated to residential
development, then 250 acres would be supporting at least 5-10 housing units/acre. If each of these
housing units had, on average, 1.5 working age adults this might mean an employment base of about
1,800 to 3,600 persons. Clearly this would be more employment than what is needed to provide
neighborhood and community services and could result in demand for additional land for employment.
Nodes are not intended to support regional commercial development, such as malls and large shopping
centers, that would generate additional vehicular traffic from outside the node, but may tap into the
market provided by non-resident employees within the node and commuters who might be served by park
and rides within the node.
A node should be distinguished from an urban center or a residential hamlet. Urban centers are likely to
be much larger in population and geographic area than what is found in a village or node, and may consist
of major employment and commercial centers, and a number of neighborhoods that may function much
like nodes themselves. Hamlets are often smaller in scale, more residential in nature and do not have the
infrastructure to support the level of development and population necessary to provide a range of local
neighborhood or community services.
The Tompkins County Comprehensive Plan supports additional development in the City of Ithaca, the
urban center of the County, and recognizes that additional development may occur in hamlets throughout
the county. Outside of the urban center, however, development in villages and potential new nodes
centered around existing employment centers offers the best opportunity to reinforce and establish
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walkable communities that will reduce vehicular trips, energy use and greenhouse gas emissions while
enhancing the quality of life for residents.
2.2 Local Plans and Studies that Support the Concept of Nodal Development
Several local planning efforts and municipal studies acknowledge and identify nodal development as an
effective growth pattern for Tompkins County that can help advance a number of local social, economic,
and environmental goals. Such plans/studies include:
Tompkins County Comprehensive Plan (2004)
Town of Ulysses Comprehensive Plan (anticipated 2009)
Town of Ithaca 1993 Comprehensive Plan (Update underway, anticipated completion 2010)
Route 13/366 Corridor Study – Town of Dryden (2008)
Tompkins County Housing Strategy (2007)
Cornell University – Workforce Housing and Transportation Initiatives (2008)
Town of Ithaca Transportation Plan (2007)
Ithaca-Tompkins County Transportation Council Long Range Transportation Plan (2009)
A summary of each of these plans/studies is provided in Appendix B. The City of Ithaca has also begun a
process to develop an update to its 1971 Comprehensive Plan (anticipated 2011).
2.3 Benefits of Implementing Route 96 Study Recommendations
In order for the preferred Nodal Development scenario to be implemented within the Study area, each of
the individual communities will need to pledge to promote this pattern of development. There are
numerous benefits of this development pattern that accrue to each of the partnering municipalities and
organizations, assuming full support and implementation of the Route 96 Study recommendations. Some
of study’s benefits will be felt corridor-wide, while others will positively impact specific municipalities or
involved organizations. A few examples of these benefits are:
Corridorwide
Potential for housing and job co-location
New neighborhood-oriented and affordable housing – a desirable housing niche that is difficult to
find
Opportunities for a multi-modal transportation system that offers people a choice - increased
densities in nodes offer basis for increased transit service with more options (ex. express,
commuter trips) as well as improved bicycle and pedestrian links throughout corridor
New services and conveniences supported by nodes will benefit current and future residents
Strong foundation is established for ongoing intermunicipal coordination and cooperation
Intermunicipal study presents a compelling case to NYSDOT to fund infrastructure
improvements
Town of Ulysses
Infrastructure and services will be more viable with more concentration of growth in Hamlet
Cherished rural character of Town is preserved
Walkable, bikeable neighborhoods will be weaved into the Hamlet and revitalize an historic area
Town of Ithaca
Safety strategies are identified for vehicles, pedestrians, and bikes
Walkable and bikeable neighborhoods will be introduced to a new area in the Town at the Cayuga
Medical Center and create a sense of place
Agricultural and natural areas outside of the corridor can more readily be preserved
City of Ithaca
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The rate of increase in growth of traffic on the Route 96 corridor and through the City will be
reduced, thereby maintaining quality of life for current residents
TCAT
Efficiencies will be achieved through increased ridership in the densely-populated nodal areas
2.4 Density Goals for the Route 96 Corridor
The overall goal for the Route 96 corridor is to accommodate the majority of projected growth in nodes,
while mitigating the impact that this growth will have on the transportation system and on corridor
livability. The following average ratios propose how and where new housing could be allocated.
In Nodes
Jacksonville: 2-4 units/acre
Cayuga Medical Center: 5-10 units/acre
Trumansburg: 4-8 units/acre
Outside Nodes
Cliff Street, City of Ithaca: Maintain existing density
Town of Ulysses: 1unit/5 acres, with a minimum 300’ frontage requirement
Town of Ithaca: Maintain existing density on Route 96 and evaluate possibility of downzoning other areas
2.5 Municipal Zoning Regulation
Land use regulations and design guidelines are needed to accomplish the preferred pattern of growth. The
following can provide a framework for Nodal Development zoning and design principles.
2.5.1 Route 96 Corridor Zoning and Design Guidelines
To implement the nodal development vision for the Route 96 corridor, new municipal zoning regulation
is needed.
The preferred development pattern for the corridor consists of five distinct character areas:
1. Jacksonville Mixed Use Hamlet Center – This district marks the area within approximately ½
mile of Jacksonville Road/Route 96 intersection - from just south of the intersection of Cold
Springs Road/Route 96 at the north to just beyond Colegrove Road/Route 96 to the south.
2. Cayuga Medical Center District - This district would be the area from just south of Dubois
Road on the north to north of Bundy Road on the south along the corridor and the immediate area
that is within ½ mile of Harris B. Dates Drive/Route 96 intersection. (for approximate
intersection locations see Technical Report #3, pg.8 conceptual rendering)
3. Cliff Street – This district includes the portion of Route 96 that begins at the Town of Ithaca/City
of Ithaca municipal boundary and extends south to the Cayuga Inlet, consisting primarily of
densely developed housing and a few businesses.
4,5. Outside Nodes – Two districts are proposed for the remaining areas on the corridor that are
outside the nodes:
Town of Ulysses Corridor District
Town of Ithaca Corridor District
Recommended zoning and design guidelines for the five character areas are as follows:
1. Jacksonville Mixed Use Hamlet District
The Hamlet of Jacksonville is an existing rural, population center that could greatly benefit from a
nodal development pattern to reestablish the hamlet as a community hub. Current development within
the hamlet consists of a limited variety of uses oriented in close proximity to one another. They are
sited on relatively small lots with minimal or zero front yard setbacks from Route 96. Today, two-
story buildings are the tallest structures in the hamlet. In order to ensure that new and/or infill
development complements the existing character of this distinct area, the Town of Ulysses should
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consider slightly expanding the new Hamlet District (amended 2007) to include areas to the east and
west of Route 96 that fall within the ½ mile nodal zone.
Purpose
The purpose of the Mixed Use Hamlet District should be to encourage the development of a small-
scaled, mixed use area with an average residential density of 2-4 units/acre and that includes shopping
and services that meet the needs of this local community, offers pedestrian access and amenities, and
is in keeping with the historic nature of the hamlet. The Mixed Use Hamlet District would regulate
location, design, and use of structures and land to create a dense concentration of activity that is
pedestrian-friendly.
Permitted Uses and Site Requirements
The current permitted uses and site requirements set forth in the Hamlet District (2007) designation
are supportive of the goals of the Route 96 Corridor Management Study. The full description for the
current Hamlet District Zone can be viewed at the Town of Ulysses website at
http://www.ulysses.ny.us/zoning-law_10-10-07.pdf, Town of Ulysses Zoning Law, 2007, Article XI –
H1-Hamlet District.
Density Standards
Establishing a density standard is critical to growing a compact, walkable node. Should large lot
development occur in the limited area within the ½ mile node center, it will be difficult to impossible
to develop at the density needed to support businesses and services. Also, large lot development
could preclude the possibility of knitting new and old development into a seamless neighborhood
fabric.
The Mixed Use Hamlet District should have an average density of 2-4 housing units/acre, with a
minimum density of 2 units/acre. The current lack of sewer infrastructure in the Town of Ulysses
limits permitted density at present. However, consideration should be given to the possibility of future
sewer alternatives (e.g., smaller-scaled package facility), which could significantly increase density
potential. It should also be noted that the existence of municipal water in the hamlet allows for
slightly increased densities even now.
Parking and Site Access
Parking requirements should be amended to prohibit future development from allowing parking in the
front or side yards of parcels adjacent to Route 96. In conjunction with minimal setbacks, this strategy
creates a pedestrian-friendly, traditional development pattern that is very dense along the corridor.
Additionally, the Town of Ulysses should consider adopting a shared parking ordinance to reduce the
parking requirements within the hamlet.
To provide better access management on the Route 96 corridor, it is suggested that any new access to
Route 96 be submitted for required site plan review. New access points onto Route 96 should be
minimized and favor should be given to shared driveways and access from lower volume side roads.
Where no road currently exists, developers should be required to 1) begin to construct all or part of an
access road as part of their project or 2) provide a cross access easement and a performance bond in
order to ensure their participation upon development of the adjacent parcel. Through site plan review,
the Town of Ulysses should seek to determine safe distances between access roads (normally a
minimum of 300’ for intersections on a State Highway).
Other Considerations
The Town may also consider modifying its Planned Unit Development (PUD) requirements within
this district in order to reduce the minimum acreage necessary for a PUD, to as little as 3-5 acres, to
encourage developers to prepare development plans consistent with the intent of the district.
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The Town of Ulysses might consider adding design guidelines to this district that are in keeping with
the scale and character of the existing hamlet. Suggested Nodal Design Standards are described in
Technical Report #3 (pgs. 34-39).
2. Cayuga Medical Center District
The Cayuga Medical Center node is already developing, with its primary center at the hospital, and
includes PRI and the Fingerlakes School of Massage as well as new housing - Overlook apartments
and the proposed Holochuck development. Growth in this area should seek to concentrate additional
housing and commercial uses as well as neighborhood amenities densely around the existing
collection of uses. To accomplish this, the Town of Ithaca should consider creating either a Mixed-
Use (MU) District or utilize its Planned Development Zone. Any new district should include a
provision to assure that commercial uses such as retail and services are located in the central core of
the node to guarantee walkable access for residents.
Purpose
The purpose of a Mixed-Use (MU) District should be to create a moderately compact zone with a
variety of uses including residential, commercial, and institutional. In order to accomplish this, the
MU District could regulate the location, design and use of structures, and land to create a cluster of
activity and to ensure the safe and efficient movement of vehicles along the corridor.
Permitted Uses
The Town of Ithaca should consider permitting the following uses in this district: retail and service
(similar to those identified in the current Town of Ithaca Neighborhood Commercial Zone); office,
institutional (hospitals, medical and medical support, museums, assisted living); single, two-family,
and multi-family residential; parks and recreational facilities; and possibly gas sales. Specially-
permitted uses might include child care and elder care centers; health or fitness related use;
clubhouse, lodge or community facility; schools, churches; and fire and emergency medical services.
Density Standards and Site Requirements
Establishing a density standard is critical to producing a compact, walkable node. The MU District
should have an average density of 5-10 housing units/acre, with a minimum density of 5 units/acre,
and a maximum density of 15 units/acre.
The dimensional requirements for the MU zone should strive for minimal setbacks and cap building
heights at 60 feet, or 4 stories.
Parking and Site Access
Parking requirements should prohibit future development from allowing parking in the front or side
yards of parcels adjacent to Route 96. This requirement along with a 25 to 40 foot front yard setback
will create defined building frontage edge with a minimal green space frontage. Removing parking
from side yards allows for reduced side yard setbacks and encourage structures to be closer together,
resulting in the moderate density development pattern described in the purpose statement. The Town
of Ithaca parking requirements should be reduced within the Cayuga Medical Center node so as to
accommodate multiple uses located in close proximity to each other that will have a reduced parking
ratio when compared to stand alone uses. As a result, the Town can 1) develop a second set of parking
requirements for the node or 2) adopt a shared parking ordinance to take advantage of different uses
with complimentary peak hours of operation sharing this support infrastructure.
Direct access from Route 96 should be prohibited for new development within the node, with the key
exception of planned access roads depicted and described in Technical Report #3 on pgs. 8-11 (ie.
Fire Station Road at southern edge of node and potential northeastern access from Route 96 to
housing). Access should be provided from lower volume collector side roads. Collector roads should
be laid out in advance and placed on the Official Map so planned development can be accommodated.
Where no road currently exists, developers should be required to; 1) begin to construct all or part of
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an access road as part of their project or 2) provide a cross access easement and an agreement or
performance bond in order to ensure their participation in the construction of the road upon
development of the adjacent parcel. The Planning Board should strive to maximize the distance
between access roads within the MU District through site plan review.
Sidewalks and pedestrian paths are critical intranodal infrastructure, therefore sidewalks should be
required on both sides of Route 96 within the Cayuga Medical Center node, as well as internally
within new developments. The development of links to the Black Diamond Trail directly from the
node will provide further support to a multi-modal system.
Non-Residential and Multi-Family Architectural Standards
It is recommended that structures within the MU District have a minimum level of design to create
visual interest and minimize negative visual distraction. Facades, rooflines, exterior walls, windows,
awnings, and entrances should all be considered for design aesthetic. Building entrances should front
Route 96, or the internal road on which they are located, and provide a direct connection to the
sidewalk system. Other entrances may be placed to the rear or side of buildings to serve visitors
entering from other access points, such as rear parking. Commercial tenants should have separate
entrances. Material composition of the façade should be non-reflective, give a sense of proportion,
and be pedestrian-friendly. Dumpsters, HVAC, and other machinery should be screened from view.
Landscaping, including street trees, should be included in development plans.
The planning of each segment of the node should be done so that overall development fits within the
larger planning framework of the Town Comprehensive Plan.
3. Cliff Street
The Cliff Street portion of the Route 96 corridor requires its own zoning consideration, particularly
related to site access and redevelopment, that is different from that proposed in the Corridor District
and within the nodes. Currently, Cliff Street consists of dense residential development and businesses
along the last steep mile of Route 96 entering the City of Ithaca.
Site Requirements and Access
On the east side, lower reach of Cliff Street, where there is opportunity to gain access via Park Road,
existing residences and/or future redeveloped parcels should be permitted to reverse front and rear
yards. This would improve quality of life for residences sited immediately adjacent to the corridor,
and it would also reduce turning and traffic conflicts by reducing access points in the most congested
area of Route 96. All parcels being redeveloped should be required to consolidate access, where
possible.
Consideration may also be given to establishing a conservation steep slope zone on portions of select
parcels on Cliff Street, to prohibit future dense development of particularly sensitive sites.
4 & 5. Outside Nodes – Corridor Districts
The area outside of the nodes can be described as rural in character in the Town of Ulysses and in the
northern portion of the Town of Ithaca, suburban in the Town of Ithaca portion between the Medical
Center and City of Ithaca, and densely developed in the City of Ithaca (see Cliff Street above).
Currently there are a variety of land uses along the corridor including agricultural, residential,
commercial, institutional, light industrial, and office. It is recommended that zoning and regulatory
provisions be established outside the nodes to preserve and encourage low-density development. In
order to accomplish this, the Towns of Ulysses and Ithaca should consider creating Corridor Districts.
Purpose of Corridor Districts
The purpose of both of the Corridor Districts is to support development of low density, low-intensity
uses that preserve the current character of the corridor within each of the Towns. A Corridor District
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would regulate the location, design and use of structures and land to create a low concentration of
activity and to ensure the safe and efficient movement of vehicles along the corridor.
Town of Ulysses Corridor District
Permitted Uses in Ulysses Corridor District
Agriculture and agriculture support businesses, public buildings, parks and recreation facilities and
single-family residential would be appropriate permitted uses in the Ulysses Corridor District.
Specially Permitted Uses might include office and multi-family residential in this district The Draft
Town of Ulysses Comprehensive contemplates focusing light industrial uses around Krum’s Corners
Road.
Density and Dimensional Requirements for Ulysses Corridor District
To maintain low density along the corridor outside the node in the Town of Ulysses, development
should keep a minimum 90-100’setback from Route 96 with a minimum lot width of 300’, as
measured 50’ from the right of way in the front yard. Maximum building height should be capped at
40’ for a habitable structure, though agricultural structures such as silos or grain elevators may be
taller in height.
Parking & Site Access for Town of Ulysses Corridor District
Front yard parking should be prohibited for all new development on the corridor. Instead, side and
rear yard parking should be permitted. Only one driveway or access should be permitted per parcel
and shared driveways should be encouraged. Planning review should strive to maximize the distance
between driveways on adjacent parcels through site plan review.
Non-Residential Architectural Standards in Ulysses Corridor District
It is recommended that structures within the Ulysses Corridor District be constructed to mimic the
appearance of building types typically found in rural landscapes. These include but are not limited to
farmhouses, barns, stables, and country stores. This is accomplished through the use of building
materials, rooflines, and decorative treatments.
Town of Ithaca Corridor District
Permitted Uses in Town of Ithaca Corridor District
Agriculture and agriculture support businesses, and low density single and two-family residential
should be permitted uses in the northern, rural portion of the Town of Ithaca Corridor District.
Institutional, including medical uses; public buildings; parks and recreation facilities; and single and
two-family residential should be permitted uses in the southern, suburban portion of the Town of
Ithaca Corridor District. Specially Permitted Uses might include office and multi-family residential
in the suburban portion of this district.
Density and Dimensional Requirements for Town of Ithaca Corridor District
In order to preserve low-suburban densities and the parkway character in the Town of Ithaca Corridor
District it is important to focus efforts on the several large, vacant or underutilized parcels, as most
parcels along the corridor in this area are already developed. Some of these parcels should be targeted
for downzoning to a lower density (currently zoned MDR might be rezoned to LDR) to encourage
development to occur within the Cayuga Medical Center node and to establish a defined edge
between the node and the surrounding area. The front yard setback for newly developed or
redeveloped parcels should, at a minimum, reflect setbacks of adjacent properties. Where possible, a
90’ setback should be considered in order to buffer residences from corridor noise and provide
adequate space for pedestrian amenities to be built between the road and structures.
Non-Residential Architectural Standards in Town of Ithaca Corridor District
New development in the suburban portion of the Corridor District should reflect the current
residential and institutional development character of this portion of the corridor in the Town of
Ithaca. This could be accomplished through establishing guidelines regarding the use of building
materials, rooflines, and decorative treatments.
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Parking & Site Access for Town of Ithaca Corridor District
Front yard parking should be prohibited for all new development on the corridor. Instead, side and
rear yard parking should be permitted. Only one driveway or access should be permitted per parcel
and shared driveways should be encouraged. Planning review should strive to maximize the distance
between driveways on adjacent parcels through site plan review.
2.6 ROUTE 96 INFRASTRUCTURE IMPROVEMENTS
2.6.1 Route 96 Corridor: Looking to 2028
Today, the character of the Route 96 corridor in Tompkins County is comprised of rural, suburban, and
urban environments. As envisioned, the future Route 96 corridor would retain much of its current
character with additional, thoughtful development primarily located in the Village of Trumansburg,
Hamlet of Jacksonville, Cayuga Medical Center node and downtown City of Ithaca.
The Village of Trumansburg would continue to be a vibrant village with a slightly greater mix of uses and
housing than exists today. Within the study area of Route 96, the broader corridor could be expected to
maintain much of its agricultural and scenic views in the Town of Ulysses, low-density housing and
institutions in the Town of Ithaca, and dense housing and businesses in the City of Ithaca. The majority
of changes along the corridor would be apparent at the two nodes proposed in the Route 96 Corridor
Management Study: Cayuga Medical Center and the Hamlet of Jacksonville.
Cayuga Medical Center Node
It is anticipated that the Cayuga Medical Center node will be a population and employment center in
2028, that includes new mixed use development, with a variety of shopping and service options for
residents of more than 300 new housing units. Two new intersections (potentially with roundabouts) will
be located at the north and south ends of the node of the corridor, which will service new internal access
roads to the neighborhoods. In addition to landscaping and signage, this will notify passersby that they
have arrived at the new West Hill node. Along Route 96, sidewalks and landscaping will promote
pedestrian and biking opportunities within this new community.
A lively mix of uses will be visible in storefronts, and those wishing to live in this area will be able to
select from single-family homes, duplexes, condominiums or apartments. Neighborhoods will have
interior open space amenities and will all be located with 1/4 –1/2 mile walk of a transit stop. Biking to
and from work in this node will be possible, as bike lanes will be provided on all internal roads as well as
Route 96. These bike links and sidewalks will be directly connected to transit stops and linked to the
Black Diamond Trail.
The tenants and uses already located in this node – the hospital, PRI, Finger Lakes School of Massage,
Overlook housing development and others – will be well integrated within this live-work neighborhood.
Hamlet of Jacksonville
The Hamlet of Jacksonville will be a reinvigorated, rural hamlet in 2028. The hamlet’s historic attributes
will be supported by context-sensitive infill and redevelopment projects along the Route 96 corridor. The
hamlet will be defined at its entrance and exit points by new gateways with signage– one near the
community park at the north and one by Colegrove Road in the Town. Tree-lined sidewalks will border
both sides of a narrowed Route 96 corridor, with crosswalks, and bike lanes connecting to transit stops,
residences, and businesses, allowing residents to get around the hamlet more easily.
Approximately 125 new housing units will be sited in neighborhood settings off the main corridor that
include pedestrian connections to the Town park via a park path as well as to the new business district at
the intersection of Jacksonville Road and Route 96. Small businesses will be in residence at this
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intersection: food establishments, small grocers, offices, and services will help the hamlet meet everyday
needs of residents and provide some local work opportunities.
Outside Nodes
In 2028, the Route 96 corridor outside the nodes will appear much the same as it does today. By
managing and minimizing growth outside the nodes, the Town of Ulysses will preserve its rural
agricultural character while the Town of Ithaca will maintain its suburban, parkway feel. New
development will be thoughtfully planned and built with consolidated access points (ie. shared driveways)
and rear or side parking. A defined edge will separate the nodes from the rest of the corridor.
2.6.2 Route 96 Study Area Improvements
Technical Report #3 of the Route 96 Corridor Management Study recommends a number of
improvements to be made throughout the corridor. Recommendations are proposed for specific
intersections; speed reduction; transit, bike and pedestrian amenities; park and rides; and gateways into
the new nodes and City of Ithaca. Many of these improvements require NYSDOT funding or action as
lead agency for implementation.
2.6.3 Intersections
Five intersections were selected for a greater level of study and analysis based on their existing and
potential future conditions. Project Sheets, showing existing conditions as well as recommended
conceptual alternatives, are presented in Appendix C, for each intersection and are posted on the
Tompkins County Planning Department website with Technical Report #3. In addition to the graphic
depictions of the intersection, each project sheet includes background, intersection concerns, and
recommended tools. Project Sheets have been completed for the following intersections:
Route 96 & Jacksonville Road: recommendations include improvements for bicycles and
pedestrians, street amenities, new curbing, recessed/delineated parking, and potential new traffic
signal or a roundabout.
Route 96 & Harris B Dates Drive-West Hill Drive: recommendations include improvements for
bicycles and pedestrians, street amenities, new curbing, and potential replacement of the existing
traffic signal with a roundabout.
Route 96 & New Cayuga Medical Center Node intersection: recommendations include
improvements for bicycles and pedestrians, street amenities, new curbing, and potential for a new
traffic signal or a roundabout.
Route 96 & Taughannock Boulevard: recommendations include improvements for bicycle and
pedestrian crossing and travel and signal phasing/timing improvements.
Route 96 & Krum’s Corners Road: recommendations include replacing existing warning signs
with new style, larger signs and removing vegetative obstructions.
Intersection improvements would be the coordinated responsibility of municipalities and NYSDOT, other
than the improvements suggested for Krum’s Corners/Route 96 intersection. The Tompkins County
Public Works Department will complete this action in 2009.
2.6.4 Speed Reduction in Nodes
Residents living on Route 96 who completed a community survey identified speeding to be the top
concern impacting quality of life. The Nodal Development scenario offers an opportunity to reduce
speeds within the nodes, which could greatly improve the livability of the proposed population centers as
well as adjacent areas.
The creation of nodes along Route 96 results in village-type activity centers within which Route
96 should be treated more like a neighborhood street (similar to Route 96 treatments within the Village of
Trumansburg). In a village, speeds are controlled through careful design of streets and the streetscape.
Narrow street widths, pedestrian crossings, and special design treatments help induce drivers to stay
within the speed limits. At slower speeds, the frequency of vehicular accidents declines, and those that do
occur are less severe.
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The following traffic calming tools are recommended for reducing vehicular speeds. These would
primarily be the responsibility of NYSDOT in coordination with local municipalities, except for design
and installation of gateway treatments and sidewalks, which would be the responsibility of the
municipalities, but which might qualify for State of Federal funding programs.
Cayuga Medical Center Node
Install curbing within the nodal zone along with narrowed travel lanes, proposed walkways, and
streetscape improvements to provide visual cues to motorists to reduce travel speeds
Petition NYSDOT to reduce the speed limit from 45 mph to 40 mph throughout the node (and
possibly all the way from the City line to the new northerly node gateway.) Install gateway
treatments at the north and south ends of the node at the new northerly driveway (north of Hayts
Road) and at the new southerly driveway (near the Finger Lakes School of Massage and the West
Hill Ithaca Fire Department station).
Hamlet of Jacksonville
The main objective of providing traffic calming in the Hamlet of Jacksonville node is to encourage
motorists to travel at the posted speed limit of 40 mph. The wide expanse of pavement currently causes
motorists to travel too fast through this area.
Install curbing throughout the node with narrowed travel lanes to provide visual cues to motorists
to reduce travel speeds
Delineate travel lanes at approximately 14 feet and either narrow the pavement accordingly or
delineate recessed on-street parking areas with the excess pavement width.
Provide sidewalks along both sides of Route 96 throughout the node.
Provide curb-bump outs wherever possible to shorten crossing distances for pedestrians.
Delineated pedestrian crosswalks should be provided on all four legs of the Jacksonville Road
intersection.
Delineate pedestrian crossings at the new roadway intersections with Route 96 within the node.
Consideration should be given to providing marked crosswalks on Route 96 at these locations.
These crosswalks would likely require safety enhancements on Route 96 such as curb bump-outs
and/or a raised median treatment.
Install gateway treatments at the north and south ends of the node.
Speed limits should be reviewed in these areas as development densities increase over time.
2.6.5 Transit Infrastructure and Services
A successful multi-modal Route 96 will depend heavily on a strong, local transit system being integrally
linked with the nodes on the corridor. Transit infrastructure improvements that have been identified
through the Route 96 study, include updating existing bus shelters, adding new bus shelters, and creating
bus pull off lanes on the corridor.
Cayuga Medical Center Node
West side – Southbound
The existing bus stop on Route 96 (on Overlook property) should be enhanced and possibly integrated
with a park and ride on the adjacent developable parcel, as a key transit location, servicing people
traveling to destinations within the City of Ithaca. Inclusion of bicycle facilities on the bus shelter
property might be considered to accommodate the needs of transit users. There may be future need for an
additional bus stop at the projected intersection at Fire Station Road.
East side – Northbound
A designated, covered bus stop is recommended within the proposed mixed-use commercial center near
the intersection of Harris B. Dates Drive and Route 96, which would require relocating the hospital bus
stop. The location would allow bus service to reach a significant concentration of people without having
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to leave the Route 96 corridor. The bus stop does not need to be a freestanding building but may be
incorporated into a commercial or mixed-use structure where transit users arriving at the hospital area will
have access to goods and services available.
A bus pull-off area on Route 96 is recommended in order to improve traffic flow along the corridor. The
new bus stop would complement the location of the existing transit stop located in the Overlook housing
development.
Hamlet of Jacksonville
West side – Southbound
The existing bus stop in Jacksonville needs improved amenities such as bike racks and a bench, and
should be better connected with the pedestrian network of sidewalks proposed for this node. Additionally,
a recessed bus pull off should be provided, as space permits.
East side – Northbound
The existing commercial building identified on Route 96 just south of the Jacksonville Road intersection
is a recommended location for a covered transit stop. A multi-use building would provide retail
establishments, offering additional amenities and services in immediate proximity to transit users as they
disembark.
Enhanced and flexible transit service could do much to increase transit use on the corridor, which would
in turn, assist in mitigating many of the traffic impacts along the corridor. Many current corridor
residents expressed interest in using transit in the resident survey and in public meetings, should it
become more accessible to them. Anticipating growth along corridor, it will be critical for municipalities
to work with TCAT to determine how enhanced transit services can best be incorporated into the nodes as
they develop over time.
Future considerations for transit services should be:
Route Alignment – As development begins to occur on the corridor, review of current routes,
route alignment (particularly in the nodes), and consideration for ending flag pickups on express
trips as well as within the node areas.
Potential for Alternative Service
1. Express Route - Similar to the Town of Dryden, express service should be considered on the
Route 96 corridor to encourage quick, efficient trips to employment.
2. Vanpool – Expanding vanpool opportunities on this high in-commuter route may help to
alleviate traffic concerns during the highest peak (AM in-commute) on the corridor.
Pilot Projects – The possibility for small, flexible service to complement fixed route service
would be a future consideration on the corridor.
TCAT’s Transit Development Plan, which is currently in development, proposes enhanced service to the
hospital and Trumansburg, which would greatly improve service on the corridor and support the goals of
nodal development.
It should be noted that short-term projections for this study would not likely result in immediate or
significant changes in service, as current routes are often underutilized and have the ability to
accommodate a larger number of riders. To make longer-term transit options feasible, municipalities
along the Route 96 corridor may need to directly support TCAT to maintain or enhance vital services.
Tompkins County and each of the involved municipalities will continue to coordinate with TCAT as
future development occurs to help determine whether any changes to the existing public transportation
system are warranted.
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2.7.6 Bicycle and Pedestrian Amenities
Improved circulation and safe pedestrian and bicycle routes along the corridor and within the nodes will
be priorities for implementing the recommendations of this study. Efforts should be made to ensure that
all portions of the corridor outside of the City of Ithaca (which currently has sidewalks) and nodes (where
separate facilities are proposed) have shoulders with a minimum width of 6-8’, in order to allow for the
safe movement and circulation of pedestrians and bicyclists. Pedestrian sidewalks along Route 96 within
the Town of Ithaca portion of corridor have already been identified in the needs assessment completed for
the Town of Ithaca Transportation Plan (2007).
Cayuga Medical Center Node
There are no sidewalks along Route 96 within the node and actual vehicular speeds often exceed the 45
mph posting during off-peak times. The following pedestrian and bicycle improvements are
recommended within this node:
1. Install sidewalks, pathways and/or trails along both sides of Route 96;
2. Incorporate internal node connections from sidewalks and bike lanes directly to the Black Diamond
Trail on the east and south).
3. Incorporate sidewalks into all new developments within the node; and
4. Provide a 5’ designated bike lane along both sides of the road within the nodal boundary areas.
5. Complete the planned trail on the west side of Route 96 that will connect this portion of the node south
across Bundy Road to other Town developments and ultimately to the City of Ithaca sidewalk system.
Hamlet of Jacksonville
The following pedestrian and bicycle improvements are recommended within this node:
1. Provide a curbed roadway section throughout the Hamlet of Jacksonville;
2. Revise the geometry of Route 96 within the node so there are two 11’ travel lanes. The
remaining pavement width can either be used for an 8’ on-street parking lane or can be
eliminated and used to provide a bike lane, sidewalk, and buffer area;
3. Install curb-bump outs to narrow crossing widths and to delineate recessed on-street parking
areas;
4. Install sidewalks along both sides of Route 96 throughout the Hamlet;
5. Install crosswalks for all legs of the Route 96 Jacksonville Road intersection as well as for crossing of
Route 96 at new intersecting roadways within the node; and
6. Provide a 5’ designated bike lane along both sides of Route 96 within the nodal boundary areas.
2.7.7 Black Diamond Trail Linkage
Creating linkages within each node to the Black Diamond Trail to provide a non-vehicular connection
between nodes and outlying areas is important for developing a truly multi-modal transportation system.
Multi-use trails within nodal areas should connect these neighborhoods to the Black Diamond Trail.
Proposed links to the Black Diamond Trail would be:
City of Ithaca
This is a critical link for the residents in the City, as bicycle travel on the Cliff Street portion of Route 96
is dangerous with the few inches of shoulder available at the edge of the vehicular travel lanes. A link at
or near the proposed gateway entrance to the City of Ithaca, with appropriate signage and a crosswalk
treatment, could help facilitate travel between Town of Ithaca to downtown City of Ithaca where it will
connect with the existing and proposed sections of the Cayuga Waterfront Trail.
Cayuga Medical Center Node
The link to the Black Diamond Trail from this node would likely occur from the hospital grounds or PRI,
and the Holochuck Homes development may also tie into the trail at the south end of the node.
Directional signage starting at internal neighborhood trails/bikeways in the node to the Black Diamond
Trail will be needed.
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Hamlet of Jacksonville
A link to the Black Diamond Trail from the hamlet will require a road link along Kraft Road. Signage
from the node connector should be continued along any public road to clearly direct users.
Implementation of these trail linkages should coincide with new development in the nodes.
2.6.8 Gateway Treatments
Gateway treatments will locate and identify the new Cayuga Medical Center node, the Hamlet of
Jacksonville, as well as the entrance to the City of Ithaca along the Route 96 Corridor.
City of Ithaca
Gateway treatment on Route 96 just north of the City line consisting of signage and landscaping.
This could be co-located with an access link to the Black Diamond Trail.
Landscaped median treatment may also be considered in the wider section of Route 96 just north
of the City line.
Cayuga Medical Center Node
Landscaped signs that announces the entrances to the node from the north and south.
Raised, landscaped median at the north end of the node on Route 96 at the intersection of the new
internal feeder road.
Roundabout at the new southerly intersection of Route 96 at Fire Station Road.
Hamlet of Jacksonville
Landscaped sign that announces the entrance to the node at the north end by the Town park and at
the south end near Colegrove Road,
Raised, landscaped median at the north and south ends of the node on Route 96.
2.6.9 Route 96 Priority Infrastructure Projects
The comprehensive infrastructure improvement project list identified in this Technical Report #4 is
expected be achieved over time as the corridor develops. Municipalities working together can utilize the
study as a whole, with a focus on the project list, to make a stronger case to NYSDOT that any future
scheduled State maintenance or reconstruction in the corridor include local priorities and that mid- to
long-term projects from this Technical Report be incorporated into NYSDOT’s 7-year program plan.
The infrastructure projects outlined are important and needed to attain the 2028 vision for the corridor.
However, as the Route 96 Corridor will likely develop incrementally, the select shortlist of projects below
are priorities for immediate, coordinated implementation.
City of Ithaca
Design and install gateway treatment to reinforce City entrance
Add pedestrian crosswalks at Vinegar Hill and Brookfield Road
Cayuga Medical Center
Design and begin development of an internal pedestrian/bikeway that is parallel to Route 96 and
connects to City of Ithaca sidewalk system and Black Diamond Trail
Identify locations of proposed intersections and access roads and add to Official Map
Design and install gateway treatments to denote new node being developed on corridor
Add sidewalks along Route 96 as opportunities arise
Hamlet of Jacksonville
Identify and apply for small area improvement/Main Street grant to begin building pedestrian
amenities, including sidewalks, lighting, and crosswalks
Design and install gateway treatments to reinforce sense of place on corridor
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2.7 NODAL DEVELOPMENT TOOLS
A series of regulatory tools is presented below to assist individual municipal implementation of nodal
growth and traffic mitigation along Route 96. Several of these tools support an intermunicipal approach
to Route 96 Corridor planning. In addition, Technical Report #3 (pgs.34-39) provides corridor design
principles and techniques that support the study’s transportation and land use objectives.
2.7.1 Small Area Plans
A refined area plan should be completed for each of the nodes to help identify specific design
opportunities and constraints and to consider how design principles could be realistically incorporated in
the overall design and development of these areas. Moreover, these plans should result in changes to each
Town’s Official Map to identify future roads and easements required for implementation of the nodes.
2.7.2 Route 96 Overlay District
In both the Towns of Ulysses and Ithaca a Route 96 Overlay District is recommended to manage
development and access to the corridor and allow for a change of density within the district without
changing the underlying zoning. An overlay district could address how properties are redeveloped and
could encourage that parcels be reassembled when redevelopment occurs. Within the overlay district,
consolidation of access could be promoted in the form of shared driveway requirements and/or allowed
increase in density in exchange for reduced number of driveways. Parking could be mandated to be in rear
or side yards within the overlay district.
2.7.3 Transportation Improvement District
A Transportation Improvement District is a funding tool that levies an assessment on property owners
within a designated distance from the “benefit area” to pay for needed transportation infrastructure
improvements such as intersection upgrades, bus stops, etc. This mechanism would have to be
established and evolve in tandem with future developments, and would likely be feasible only in the
Cayuga Medical Center node.
2.7.4 Incentive Zoning
The following list of six incentive zoning options is presented to make the type of development sought in
the nodes more desirable to prospective developers. Examples of developer incentives may include:
Density increases for targeted housing types, such as moderate-income or energy-efficient
Density increases for public amenities – trail links and parks
Reduced parking requirements
Reduced building permit fees
Tax abatements, PILOTS (payments in lieu of taxes)
Financing incentives – financial assistance for preferred land uses, tax increment financing
2.7.5 Purchase of Development Rights (PDR)
Purchase of Development Rights (PDR) is a land protection tool that pays landowners to protect their
land from development. Agricultural parcels in the Town of Ithaca and Town of Ulysses that fall within
the identified Northwest Agricultural Resource Focus Area and/or in the designated area of agricultural
importance in the Town of Ithaca could be targeted for purchase of development rights on the Route 96
Corridor. These municipalities, in an effort to preserve active agricultural, rural character, and scenic
viewsheds, may work cooperatively with the County and New York State to buy development rights and
create conservation easements in order to limit development in these areas and to restrain growth outside
the nodes. The County or municipalities may also want to consider this tool to protect sensitive natural
areas within the corridor.
2.7.6 Transfer of Development Rights (TDR)
A TDR is a regulatory tool designed to facilitate land-use planning to control where development will and
will not occur. This approach involves severing the right to develop an area that the public wishes to
preserve in low density or open space and transferring those rights to another site where higher than
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receiving areas, such as the proposed node in its entirety or specific parcels within the node.
Transfer of development rights is used to protect land by transferring the development rights from one
area and giving them to another. Along the Route 96 corridor this would occur by placing a conservation
easement on a property in a designated agricultural area while simultaneously permitting an increase in
development density (density bonus) within a target area – the identified nodes of Jacksonville, Cayuga
Medical Center, or Trumansburg. The costs of purchasing the easements would be recovered from the
developers who receive the building bonus.
TDR programs should be investigated and included in the municipal comprehensive planning processes
of each municipality that is contemplating using them. Four requirements for using TDR are:
1. A designated protection zone (the sending area)
2. A designated development area (the receiving area)
3. A pool of development rights that are legally severable from the land
4. A process to transfer development rights between properties and monitor the program over time.
The two TDR program types to consider are where landowners sell the development rights to a developer
who then uses them in a permitted area or a local government-based TDR bank, where developers who
seek higher densities purchase the rights from the government. In the case of the Route 96 nodes, it may
be desirable to designate as sending areas those areas directly adjoining the nodes to create a clear
rural/urban edge and an open land buffer around the node.
2.7.7 Land Banking
Land banking properties on the Route 96 corridor would entail developing a strategic land acquisition
program to purchase land in each node to achieve specific housing and neighborhood goals identified in
municipal comprehensive plans, such as affordable housing or commercial development. This tool may
be particularly useful for critical parcels identified within each node. For example, the seven Exxon-
Mobil properties in the Hamlet of Jacksonville may be disposed from this company’s inventory and made
available in the near future.
2.7.8 Planned Unit Development (PUD)
Planned Unit Development (PUD) could be a useful tool in developing mixed-use nodes that incorporate
housing, shopping, offices and personal services within walking distance. PUD allows for flexibility with
regard to use, setbacks and minimum lot sizes and allows developers to include these in one development
plan. Local municipalities retain design oversight authority for PUD development. The evaluation of
PUD as a regulatory tool should consider minimum size thresholds, appropriate allowances for bonus
height and density, the types of public benefits that may be provided, and review and approval
procedures. The Town of Ithaca already uses this tool in its Planned Development Zone (PDZ).
2.7.9 Park and Ride Partnership
At least one park and ride in the Cayuga Medical Center node, and potentially a second in the Hamlet of
Jacksonville, will be essential in order to support increased transit ridership and to accommodate
commuters. The development and maintenance of this infrastructure should be undertaken through a
partnership between future developers, municipalities, and TCAT. A developer building in a node may
be required to build, fund, or provide land for a park and ride facility. Meanwhile, maintenance would be
supplied by the sponsoring municipal entity. TCAT, as the service provider, should work with both
developers and municipalities to identify needed services/changes (ie. route, service type, location, etc.).
2.7.10 Affordable Housing
There is significant need for more affordable1 housing across Tompkins County and, therefore, any new
development plans proposed in the study area should include an affordable component, particularly within
the nodes on the corridor. Density increases requested by developers building within nodes should be
considered in exchange for increased percentage of affordable units in development proposals.
1Affordable housing refers to housing that costs less than 30% of a household’s gross income, as stated in the Tompkins County Affordable
Housing Needs Assessment (2006), available on the Tompkins County Planning Department website at http://www.tompkins
co.org/planning/HNA/countywidehousingneedsassessment.htm.
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