HomeMy WebLinkAboutTrumansburg Rd Pedestrian Study Report Condensed without SurveysRoute 96 Pedestrian Study Report
NYS Route 96/Trumansburg Road
Pedestrian Corridor Study Project
PIN: 3756.21
Town of Ithaca
Prepared for
Town of Ithaca
215 North Tioga Street
Ithaca, NY 14850
Revision 1
January 2020
NYS Route 96/Trumansburg Road
Pedestrian Corridor Study Project
PIN: 3756.21
Town of Ithaca, Tompkins County
January 2020
Prepared for:
Town of Ithaca
215 North Tioga Street
Ithaca, NY 14850
Prepared by:
Barton & Loguidice, D.P.C.
443 Electronics Parkway
Liverpool, New York 13088
NYS Route 96 Pedestrian Study Report
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EXECUTIVE SUMMARY ............................................................................................................................. 1
1.0 INTRODUCTION .......................................................................................................................... 3
1.1. Study Area ................................................................................................................................. 4
1.2. Study Purpose ........................................................................................................................... 5
2.0 PUBLIC PARTICIPATION ............................................................................................................... 7
2.1. Overview ................................................................................................................................... 7
2.2. Survey Highlights ...................................................................................................................... 7
2.3. Needs and Opportunities ....................................................................................................... 10
3.0 EXISTING CONDITIONS .............................................................................................................. 11
3.1. Existing Land Usage ................................................................................................................ 11
3.2. Environmental Assessment .................................................................................................... 13
3.3. Future Plans in Project Area................................................................................................... 15
4.0 TRANSPORTATION ANALYSIS..................................................................................................... 16
4.1. Transportation Network ......................................................................................................... 16
4.2. Traffic Data and Analysis ........................................................................................................ 19
4.3. Accident Data and Analysis .................................................................................................... 26
4.4. Pedestrian Data and Analysis ................................................................................................. 30
5.0 PRELIMINARY DESIGN ............................................................................................................... 36
5.1. Design Criteria ........................................................................................................................ 36
5.2. Design Alternatives ................................................................................................................. 39
6.0 DETAILED EVALUATION ............................................................................................................. 43
6.1. Alternative 2 – Sidewalk Connection East Side ..................................................................... 43
6.2. Alternative 3 – Sidewalk Connection West & Mid-Block Crossing ....................................... 44
6.3. Cost Summary ......................................................................................................................... 45
6.4. Additional Design Concepts ................................................................................................... 45
7.0 POTENTIAL PERMITS and COORDINATION................................................................................. 50
8.0 RECOMMENDATIONS................................................................................................................ 51
NYS Route 96 Pedestrian Study Report
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Tables
Table 2-1: Sequence of Project Meetings ................................................................................................ 7
Table 4-1: Roadway Characteristics ....................................................................................................... 18
Table 4-2: Level of Service (LOS) Criteria for Intersections ..................................................................... 20
Table 4-3: Existing Traffic Volumes - 2018 Existing Conditions ............................................................... 21
Table 4-4: Trip Generation Summary - Existing...................................................................................... 23
Table 4-5: ETC+20 (2039) Forecasted Traffic Volumes ........................................................................... 25
Table 4-6: Accident Severity.................................................................................................................. 27
Table 4-7: Accident Rate Comparison - Accident Rates per Million Entering Vehicles (MEV) / Accident
Rates per Million Vehicle Miles (MVM) .................................................................................................. 27
Table 4-8: Accident Summary ............................................................................................................... 29
Table 4-9: Level of Service (LOS) Criteria for Signalized Pedestrian Facilities .......................................... 31
Table 4-10: Existing Condition Pedestrian Level of Services (LOS) Gap Analysis ..................................... 32
Table 5-1: Design Standards .................................................................................................................. 36
Table 5-2: Critical Design Elements for Trumansburg Road ................................................................... 37
Table 5-3: Sidewalk Design Criteria ....................................................................................................... 38
Table 6-1: Probably Cost Summary ....................................................................................................... 45
Exhibits
Exhibit 1-1: Study Area ............................................................................................................................ 4
Exhibit 3-1: Project Area Map ................................................................................................................ 12
Exhibit 3-2: Existing Notable Locations .................................................................................................. 12
Exhibit 4-1: Intersection 1 Weekday Data .............................................................................................. 33
Exhibit 4-2: Intersection 2 Weekday Data .............................................................................................. 34
Exhibit 4-3: Intersection 3 Weekday Data .............................................................................................. 34
Appendices
Appendix A – Figures
Appendix B – Concept Plans
Appendix C – Public Workshop Information Materials
Appendix D – Survey Response Summary and Public Comment Sheets
Appendix E – Existing Conditions
Appendix F – Traffic Data and Figures
Appendix G – Pedestrian Generator Checklist
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EXECUTIVE SUMMARY
The NYS Route 96 / Trumansburg Road Pedestrian Corridor Study project (PIN: 3756.21) is a feasibility
analysis of pedestrian infrastructure needs within the NYS Route 96 / Trumansburg Road corridor. This
project has been developed in accordance with the procedures for Locally Administered Federal Aid
Projects (LAFAP).
The corridor study limits begin at the Town/City of Ithaca municipal boundary to the south, and extends
approximately 1.3 miles north to Hayts Road. The study identifies potential sidewalk routes, including
connections to the City of Ithaca sidewalk system and the NYS Parks-owned Black Diamond Trail.
Additionally, the analysis includes a review of the transportation / roadway facilities within the project
area. Currently, the project corridor has no sidewalks, leaving pedestrians to use the shoulder of
Trumansburg Road to walk between the City of Ithaca and various facilities along the road. The only
sidewalks within the corridor are from the Outlook Apartments and Cayuga Medical Center, connecting
Harris B Dates Dr. and W Hill Dr. to Trumansburg Road, however these do not continue north or south
along Trumansburg Rd. This study is being performed in response to public input and the Town of
Ithaca’s desire to significantly improve pedestrian safety and improve the connectivity for key facilities
along the corridor.
The feasibility assessment includes a comprehensive review of public participation results, existing site
conditions, right-of-way ownership, existing land usage, potential future development, pedestrian usage
data and a preliminary environmental analysis. To further inform the study, the assessment included a
review of the transportation network, as well as traffic and accident data.
An integral component of the study was public participation, including community surveys and two
public workshops. The public participation results further reinforced the public demand for improved
pedestrian facilities, and a strong desire for a connection to the Black Diamond Trail and a safe
pedestrian connection to the City of Ithaca. Additionally, public input drew attention to bicyclist usage
and public transit usage along the corridor, which have been considered in developing the proposed
improvements.
The existing conditions assessment presents some key considerations for the sidewalk routes and other
improvements, which have been reflected within the design alternatives to meet the goals of the
project. The existing right-of-way mapping indicates that the project will likely require easements and/or
acquisitions to provide the safest continual route for the proposed east sidewalk route.
Future developments, such as residential subdivisions and apartments along the project corridor serve
to further reinforce the need for sidewalk routes. The proposed sidewalk alternatives consider these
future developments.
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The pedestrian usage data showed typical pedestrian routes and usage patterns currently within the
study area. The usage identified pedestrian volumes and patterns with pedestrians and bicyclists using
the shoulder and crossing Trumansburg road at certain locations. The alternatives look to encourage
safer pedestrian routes including sidewalks between usage areas and connections to existing crosswalks
with a possible additional mid-block crossing. The connection to the Black Diamond Trail looks to
minimize bicyclist volume along the corridor where narrow shoulders, curves and vehicle speed
contribute to unsafe conditions.
The preliminary environmental assessment found the sidewalk routes and other improvements would
have limited to no environmental impacts. The primary permanent impact would be loss of mature trees
and additional impervious surface increasing stormwater runoff. Construction timing may be impacted
due to environmental restrictions on summer tree removal, resulting from potential for endangered
species habitat.
The transportation network was assessed to confirm roadway standards and classification. Trumansburg
Road is a New York State highway (NYS Route 96), with 6’ wide shoulders and 12’ wide travel lanes,
which meets NYSDOT standards. NYS Route 96 is functionally classified as an Urban Minor Arterial (Non-
NHS) highway. A summary of the highway standards is presented; the proposed design concept does
not include any non-standard features, such as reduced travel lane or shoulder widths.
The traffic data analysis determined that Trumansburg road has an acceptable Level of Service (LOS)
rating, and future developments are not expected to significantly degrade the quality. The accident
analysis however, determined that this corridor has higher than normal accident rates at each
intersection. These findings indicate that there may be a need for changes to the roadway intersections.
The design of geometric improvements to intersections is beyond the scope of this pedestrian study,
however recommendations are provided for location and consideration of geometric improvements
where warranted, i.e. Harris B Dates Dr. The study also recommends that the Town request NYSDOT
perform a Speed Limit Study within the project corridor.
Design alternatives were developed as part of the study, as presented on Figures 1 to 4 of Appendix A.
A detailed evaluation of design alternatives was completed; concept plans, P-1 to P-3, are presented in
Appendix B. The overall corridor study recommendation is to pursue the proposed build alternatives,
with sidewalks on the full length of the east side of NYS Route 96 / Trumansburg Rd. as the top priority,
followed by sidewalks on the west side between Hayts Dr. and Bundy Rd. Additional options are
presented that would further benefit the accessibility of the corridor, such as connections to Black
Diamond Trail, improved signage and public transit improvements.
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1.0 INTRODUCTION
This project involves a feasibility analysis of pedestrian needs within the NYS Route 96 / Trumansburg
Road corridor. The project involves identifying potential sidewalk routes, including potential connections
with the City of Ithaca sidewalk system and/or the NYS Parks-owned Black Diamond Trail, along with
other necessary pedestrian improvements such as upgrades to existing traffic controls and associated
crosswalks, or potential locations for new crosswalks. The assessment examines alternative sidewalk
routes and other pedestrian improvements based on an investigation of pedestrian movements, right-
of-way ownership, drainage considerations, construction constraints and costs. The study provides a
recommendation for a preferred overall plan to accommodate the safe movement of pedestrians within
this busy corridor.
NYS Route 96/Trumansburg Road is a relatively high volume, high speed highway having no pedestrian
facilities. This corridor, from the southerly limit at the City/Town municipal boundary to the northerly
limit at Hayts Rd., contains the Cayuga Professional Center and Cayuga Medical Center (CMC) along with
other medical facilities/offices, low and high density residential developments, assisted living facilities, a
museum, the West Hill Fire Station, and a church. These facilities have high community use, generating
significant pedestrian movement within the corridor. Because there are currently no sidewalks,
pedestrians often use the shoulder of the road to walk to and from the City of Ithaca, and internally
within the corridor to the various facilities along Trumansburg Rd. The significant number of pedestrians
using the road shoulder, which has no physical separation from traffic, often travelling at speeds in
excess of the posted 45mph limit, presents a significant safety concern. During the winter, snow storage
along the roadway further reduces the area available for pedestrians to safely travel along this corridor.
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In addition, pedestrian movements crossing Trumansburg Rd. to access transit services, residential and
employment facilities, and other key destinations warrants examination, especially with only one
existing controlled intersection.
1.1. Study Area
Project Limits: From the City of Ithaca/Town of Ithaca municipal boundary at the south limit, to
Hayts Road at the north limit, a distance of approximately 1.3 miles. This area includes Cayuga
Professional Center, Cayuga Medical Center (hospital), other medical facilities/offices, existing
and proposed low and high density residential developments, assisted living facilities, a
museum, the West Hill Fire Station, and a church.
Exhibit 1-1: Study Area
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1.2. Study Purpose
The purpose of the project is to study the existing conditions of the NYS Route 96 / Trumansburg
Rd. corridor from a pedestrian perspective and prepare a well-documented plan that presents
alternatives for safe accommodations for pedestrians within the corridor. The study will provide
the first step in a plan of action; essentially readying the project to seek funding for future
design and construction. In fulfilling the project purpose, the following project goals will be
achieved:
1. Engage with the public to gain support for the project and to seek input/feedback
on proposed modifications.
2. Define the means to transport pedestrians along an aethetically pleasing sidewalk in
an efficient, cost effective and safe manner.
3. Create a pedestrian accessible corridor, within the described study limits,
connecting the major destinations within the corridor.
4. Locate pedestrian accommodations within publicly owned property and within the
existing roadway right-of-way where feasible, minimizing the need for
easements/aquisitions.
5. Develop preliminary concepts to address the identified physical constraints and
minimize environmental impacts.
6. Select a preferred alternative that will serve the majority of users in the corridor.
The study will identify other necessary improvements such as required upgrades to existing
traffic controls and associated crosswalks and mid-block crossings. In addtion, the project will
seek to visually transition NYS Route 96 from a suburban roadway at the southern end of the
site to a rural roadway at the north end of the site.
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Photo 1-1: Trumansburg Road - North end of corridor (South of Harris B Dates Dr.)
Photo 1-2: Trumansburg Road - South end of corridor (South of Hopkins Place)
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2.0 PUBLIC PARTICIPATION
2.1. Overview
Planning is an on-going process, building upon past studies to adjust to new demands of people
and their environment. The meetings conducted for this project were guided by key
stakeholders and community members, following the New York State Community Planning
Principles which suggests that planning be continuous, comprehensive, engaging, and
coordinated. Two public meetings were conducted for this study during which community
members first voiced their needs and concerns along the roadway, and then considered the
proposed alternatives to prioritize which recommendations would best fit the community.
Table 2-1: Sequence of Project Meetings
Public Meeting #1 Existing Conditions & Needs Assessment
Public Meeting #2 Alternative Concepts & Input
The information presented at the public meetings is included in Appendix C. Formal and
informal public comments were received, which informed the development of alternatives and
design concepts.
An online survey was conducted to gather information related to walking and public transit on
Trumansburg Road/Route 96. The survey was opened in January 2019, with 23 questions
involving barriers and opportunities for pedestrians along the corridor, popular destinations,
connections to the NYS Parks-owned Black Diamond Trail, use of public transit, and general
demographic information. A total of 86 participants have filled out the survey. One out of two
respondents who answered the survey either live on or less than a half mile away from the
study area. Results of the survey are included in Appendix D.
2.2. Survey Highlights
The online survey offered the following insights:
·Over 80% of respondents use the Black Diamond Trail, and would find a connection
between the Trail and Trumansburg Road/Route 96 to be useful.
·The top three reasons people do not walk on Trumansburg Road is due to lack of
continuous sidewalk, inadequate shoulder width, and motor vehicle speeds,
respectively.
·About three out of four respondents would be likely to walk along Trumansburg Road
/Route 96 if pedestrian infrastructure was improved.
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·An equal number of respondents listed that they would most like to see connections to
the NYS Parks Black Diamond Trail and a continuous sidewalk, at over 40% of the total
participants each. Response highlights are presented in screenshots below.
Question 4
Popular Destinations
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Question 15
Intersections of Concern
Question 17
Survey Results
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2.3. Needs and Opportunities
Based on public input, including conversations at public workshops, formal written comments
and the online surveys, as well as input from meetings with Town staff and Town Board
members, there are several themes related to needs/opportunities along the corridor to be
considered when developing alternatives for a more walkable environment, including:
·There are no sidewalks within the corridor, but there are sidewalks south of the corridor
travelling south into the City of Ithaca with a connection indicated as desirable by the
participants in the online survey.
·Many community members living in apartments along the corridor travel to Cayuga
Medical Center, but have no way to walk there. There is an opportunity for sidewalks
from Candlewyck Drive to the Cayuga Medical Center.
·80% of participants in the online survey use the Black Diamond Trail, and would desire a
connection from Trumansburg Road/Route 96, since there are no safe pedestrian
facilities.
·Much of the concern with walking along the corridor is due to high speeds. Many
residents voiced favor for a speed reduction within the corridor to lower the posted
speed of 45mph.
·The bus facility near Cayuga Ridge is suitable for accessing public transit, but other stops
along the corridor are situated in a difficult location, such as behind a drainage ditch.
Facilities to wait for the bus are necessary along the corridor with the opportunity to
replicate and build upon this existing stop.
·There is limited lighting along the corridor. There is a need to consider additional
lighting near future pedestrian facilities and bus stops.
·Public comments included the desire for additional shade along exposed stretches.
·The Ithaca DPW has concern with lane configuration at NYS Route 96/Cayuga Medical /
West Hill Drive intersection. There are no left turn lanes on the NYS Route 96 and
people have experienced accidents at this location.
·There are many bus stop signs on Route 96 that abut a drainage swale. There is a need
for bus pads and improved accommodations for those who use these stops for public
transit.
·Unmarked intersections, limited visibility at turns and angled intersections cause
difficulties for coordination between roadway users, especially with higher speeds.
Identified intersections of concern include Bundy Rd. and Hayts Rd.
·Traffic controls on Trumansburg Road are limited to the signalized intersection at the
Cayuga Medical Center. There may be opportunity to provide additional traffic control
at other intersections.
·There is limited highway lighting along Trumansburg Road, yet many users noted they
walk in the evening, and the roadway is used for commuting. Additional lighting is
needed to facilitate safe coordination between roadway users.
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3.0 EXISTING CONDITIONS
Refer to Appendix E for maps showing Existing Conditions within the project area. Existing conditions
are presented in further detail within the following sections.
3.1. Existing Land Usage
The corridor includes the Cayuga Medical Center (CMC) along with other medical
facilities/offices, low and high density residential developments, assisted living facilities, a
museum, the West Hill Fire Station, and a church. All of the various locations generate
pedestrian traffic. There are three major sections of the site that can be broken up to more
easily observe where pedestrian traffic is. These sections can be seen on Exhibit 3-1 below.
The first section starting at the south study limit, between Hopkins Place and Bundy Road, has a
number of single-family homes, the Candlewyck Apartments, and Brookdale Ithaca – Assisted
Living. There is a large population of families and elderly people living in this area. This section
contains four bus stops for pedestrians (two northbound and two southbound).
The second section continues north between Bundy Road and the intersection of Trumansburg
Road, West Hill Drive, and Harris B. Dates Drive. Within this section there are many single-family
houses, businesses, and an apartment complex. The major facilities in this section are the
Cayuga Ridge Extended Care, Ithaca Fire Department Station 4, Vegan Epicure, and the Museum
of the Earth. The intersection of Trumansburg Road, West Hill Drive, and Harris B Dates Drive
has the highest amount of pedestrian traffic due to the hospital and apartment houses that are
directly connected to Trumansburg Rd. This section contains three bus stops for pedestrians
(two southbound and one northbound).
The third section of the study area is from the intersection of Trumansburg Rd., W Hill Dr., and
Harris B Dates Dr. north to Hayts Rd. Within this section there are two distinct locations of
traffic, the Northeast Pediatrics Center and Adolescent Medicine and Comfort Keepers Ithaca
(within the Cayuga Professional Center). There are three bus stops in this section (two
northbound and one southbound).
The corridor also contains connections to a variety of residential developments including, single
and multi-family homes.
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Exhibit 3-2: Existing Notable Locations
Exhibit 3-1: Project Area Map
Section 1: Hopkins Pl. to Bundy Rd. (Yellow)
Section 2: Bundy Rd. to the intersection of West Hill Dr. and Harris B. Dates Dr. Extn. (Blue)
Section 3: Trumansburg Rd., West Hill Dr., and Harris B. Dates Dr. Extn. to Hayts Rd. (Green)
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3.2. Environmental Assessment
A preliminary environmental assessment was completed to understand the impacts/context for
potential alternatives. Refer to Figure 3 of Appendix E for a map showing Natural Resources.
Threatened & Endangered Species
Suitable roosting and foraging habitat for the threatened northern long eared bat, including
trees greater than 3 inches in DBH and trees near surface water resources, is present within the
project site’s proposed limits of disturbance. Tree clearing is the main concern related to this
species that is associated with this project. Tree removals will occur during NYSDEC’s tree
cutting window for the protection of bats (November 1 – March 31) to avoid impacts to roosting
bat species. Due to the minimal amount of trees to be removed for potential pedestrian
infrastructure in comparison to the surrounding habitat, the proposed project may affect, but is
not likely to adversely affect the long eared bat species.
Rare Wildlife Species
The Environmental Resource Mapper provided by the NYS Department of Conservation
(NYSDEC), indicates that the Project Area exists within two rare animal buffer zones due to
proximity of the corridor to Cayuga Lake. One of these rare species is Lake Sturgeon from just
north of Cayuga Ridge to the southern boundary at Cliff Street. Stormwater run-off flowing into
drainage swales or catch basins may affect the quality of water entering the lake from these
systems. The corridor is also within a Significant Waterfowl Winter Concentration Area.
Depth to Ground Water
Over 95% of the corridor is at least 20 inches depth to the water table, with 25% greater than 6
feet depth. The other 5% is at least 15 inches to the water table. This shallow area occurs in
front of the Museum of the Earth towards the southeast drive aisle.
Surface Water
Two tributaries into Cayuga Lake intersect the Project Area. These two creeks include Williams
Brook Creek and another unnamed stream. Both streams are classified as class “C,” meaning
they are not regulated by the NYSDEC. These systems must be considered during design to
consider additional stormwater being created by the project, addressing any potential flooding
issues, and subsequent impacts to local streams and Cayuga Lake.
State Wetlands
Review of the NYSDEC Environmental Resource Mapper, and GIS data, identified no state
regulated wetlands within the Project Area.
Federal Wetlands
Review of the Fish & Wildlife Service Mapper, through the Federal Wetland Inventory, and
verification with GIS data, identified no federally regulated wetlands within the Project Area.
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Floodplains
The Federal Emergency Mapping Assessment (FEMA) indicates the entirety of the Project Area is
classified as “X,” meaning that it is not within a 100-year or 500-year flood zone.
Natural & Historic Resources
There is one building registered under the National Register of Historic Places (NRHP) as shown
on the Cultural Resource Information System Mapping. This includes the Chapel & Schoolhouse
just south of Hayts Road at 1296-1298 Trumansburg Rd. In addition, the association with Cayuga
Lake places the entirety of the Project Area within the Archaeologically Sensitive zone.
Although it is not listed on the NRHP, the old tavern site at 1105 Trumansburg Road is
considered to be a national historic marker, which is locally significant and is maintained by the
current resident.
Parks
Several parks are located near the Project Area toward the City of Ithaca, with the major
influence of the New York State Parks (NYS Parks) Black Diamond Trail. The Black Diamond Trail
parallels Trumansburg Road/Route 96 and Cayuga Lake, providing an alternative path for
bicyclists, pedestrians, and hikers between the City of Ithaca and Taughannock Falls State Park.
This study suggests opportunities to connect to this Trail as an alternative means of walking into
or out of the City. Besides this potential connection to the corridor, two other parks are located
short distances from the corridor. These include Hayts Cemetery on Hayts Road and Cass Park
near the Cayuga Inlet.
Noise
Many single family homes and apartment complexes exist along the corridor. These groups are
the most susceptible to noise disruption. The indicated potential pedestrian improvements will
not adversely affect noise in the corridor beyond the construction phase, and may aid in
reducing noise resulting from vehicular traffic by offering an alternative mode of transportation.
Visual Impacts
The Town of Ithaca identifies the view from Trumansburg Road within its Top 10 scenic
locations, travelling south past the Museum of the Earth and looking towards East Hill and
Cornell across the Cayuga Lake valley (Town of Ithaca Scenic Views, 2016).
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3.3. Future Plans in Project Area
A review of the future plans for the roadway and other existing or proposed projects was
undertaken with input from the Town. A summary of potential future plans that may influence
the project include:
·The Town has recently completed a reconstruction project along Bundy Rd. While this
project focused primarily on drainage improvements, the approaching skew of Bundy
Road at the intersection with Trumansburg Rd. was also improved. As noted in Section
6.4.1, this study recommends the incorporation of new cross-walks at this intersection,
as well as a proposed bus shelter on the northeast side of Trumansburg Road at this
intersection.
·Ithaca Town Homes (Holochuck Homes) is an approved subdivision with access to
Trumansburg Road north of the intersection with Bundy Road. Although this subdivision
may not proceed in its current configuration, future development is anticipated based
on current zoning and approvals. The study includes this proposed subdivision within its
analysis.
·Black Diamond Trail – For the past two years, the Cayuga Medical Center has submitted
applications for a CFA grant for a trail connection from the Black Diamond Trail to
Trumansburg Road at Harris B. Dates Blvd. To date, this grant application has been
unsuccessful, notwithstanding the dedication of the hospital and wider community to
realize the connection of this property. This connection to the hospital would use most
of the old road on the hospital property (shown as Option 1 on Figure 2 of Appendix A).
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4.0 TRANSPORTATION ANALYSIS
4.1. Transportation Network
4.1.1. Overview
NYS Route 96 (Trumansburg Road) is a New York State Department of Transportation
(NYSDOT) owned and maintained highway that is functionally classified as an Urban
Minor Arterial with an average daily traffic (ADT) flow of 8,865 vehicles per day (VPD) as
of 2015. The study corridor is about 1.3 miles long. Beginning at the south study limit,
at the intersection of Hopkins Pl. and Bundy Rd. the road consists of two 12 ft. wide
travel lanes, one on each side, with approximately 6 ft. wide shoulders on each side.
These dimensions for the lanes appear to be consistent throughout the corridor except
for the intersection at Trumansburg Rd., West Hill Dr., and Harris B. Dates Dr. At this
intersection, in the northbound direction, there is a 12 ft. wide turning lane and a 4 ft.
wide shoulder, after the intersection the roadway returns to the 12 ft. wide lane with
approximately 6 ft. wide shoulder. The shoulder width varies within the study area, from
4-ft at the narrowest point up to 8-ft at its widest. The speed limit in this section of the
road is 45 mph in both the northbound and southbound lanes. In the northbound
direction the speed limit increases to 55 mph north of the study area. In the southbound
direction the speed limit decreases to 30 mph within the City of Ithaca.
The only traffic signal within the study area is located at the intersection of
Trumansburg Rd., W Hill Dr., and Harris B Dates Dr. This is the main entrance of the
Cayuga Medical Center. This intersection is located approximately 720 feet south of the
Cayuga Professional Center and approximately 3,330 feet north of the Bundy Rd.
intersection. The intersection provides a signalized crossing for pedestrians across NYS
Route 96 / Trumansburg Rd. and across Harris B. Dates Dr. There is no signage on the
corridor that supports pedestrian and bicycles use.
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Photo 3-1:Harris B Dates Intersection
4.1.2. Roadway Inventory
The project corridor was analyzed to determine the characteristics of each of the key
roadways and intersections within the project limits. This information is used in the
capacity analysis and accident analysis to determine the potential impacts that
proposed developments and facility improvements would have on the existing corridor.
Additional intersections and facilities may be present within the project corridor but
were not included in the traffic study or data collection and therefore are not included
in the following descriptions. The terrain throughout the corridor limits assumed to be
rolling, with no sight distance limitations. The following table presents the
characteristics of the roadways for key intersections that were identified with input
from Town for inclusion in the analysis.
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Table 4-1: Roadway Characteristics
Intersection Hayts Road West Hill Drive Drive Campbell Ave.
Ownership /
Maintenance Department of
Public Works
Highway System (NHS)?
in each direction)westbound and
two eastbound
and an 8’ painted
median between
the left and
right/straight
eastbound lanes)
westbound and
one eastbound)
in each direction)
2ft. unpaved
shoulders
4ft. paved
shoulders
4ft wide paved
shoulder; 9ft
wide curbed
median island
2ft. unpaved
shoulders
(Assumed to be
30mph)
4.1.3. Intersection Inventory
The intersection of Trumansburg Rd. and Hayts Rd./Cayuga Professional Center
driveway was analyzed as two separate intersections due to the approach geometry.
Both side streets are controlled by a single stop sign allowing for traffic on Trumansburg
Rd. to flow freely. Each approach lane is composed of a single approach permitting all
turning movements. No pedestrian accommodations exist at this intersection to
improve/enhance pedestrian safety.
The intersection of Trumansburg Rd. and Harris B. Dates Dr./West Hill Dr. is a four-way,
semi-actuated signalized location. The southbound approach of Trumansburg Rd
consists of a single lane controlling all turning movements while the northbound
approach consists of a thru/left turn lane and a designated right turn lane. Both the
eastbound (West Hill Dr.) and westbound (Harris B. Dates Dr.) approach are two lane
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approaches accommodating a designated left turn lane and a thru/right turn lane. The
traffic signal is programmed to allow protected permitted left turn phasing for
eastbound and westbound approaches while retaining permitted phasing for the
mainline. Pedestrian curb ramps and signals are present allowing for pedestrian access
from the Cayuga Medical Center to the development adjacent to W Hill Dr., however
sidewalks are absent along Trumansburg Rd.
The intersection of Trumansburg Rd. and Hopkins Pl. / Campbell Ave. is an unsignalized
intersection with a stop sign controlling the Campbell Dr. approach; Trumansburg Rd.
retains free flowing and permitted turning movements with no restrictions. All
approaches are constructed with a single lane in each direction for all turning
movements. No pedestrian accommodations exist at this intersection to
improve/enhance pedestrian safety.
4.2. Traffic Data and Analysis
4.2.1. Overview
Intersection turning movement counts were collected in July of 2018 at three key
intersections previously determined, based on direction from the Town of Ithaca. The
turning movement counts collected data to determine the peak hour for traffic volumes
for the morning (6:00am-9:00am), Noon (11:30am-1:30pm), and evening (3:30pm-
6:30pm). The counted intersections are:
·Trumansburg Road & Hayts Road/Cayuga Medical office access
·Trumansburg Road & Harris B Dates Drive/W Hill Drive
·Trumansburg Road & Hopkins Pl / Campbell Avenue
Existing traffic signal data for the Trumansburg Rd. & Harris B Dates Dr. /W Hill Dr.
intersection were obtained through documents provided from the Town of Ithaca which
previously studied this corridor in 2009. Additional traffic volume data was utilized in
the accident analysis and obtained from the NYSDOT traffic data viewer. In order to
determine the efficiency of the Trumansburg Rd. Corridor and potential generation
impacts from proposed residential and commercial developments, an existing condition
capacity analysis, trip generation and distribution study, as well as a future condition
capacity analysis, and accident analysis was performed. These procedures are outlined
in the following sections to assist in identifying areas of concern. Traffic volume, speed
and classification data was also reviewed, as presented in Section 5.1.
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4.2.2. Capacity Analysis - Analysis and Study Methodology
To accurately quantify the efficiency of existing traffic operations at the intersections
previously mentioned, a capacity analysis is required. The capacity analysis consists of
classifying intersection efficiency by determining a Level of Service (LOS), which
characterizes operational conditions based on motorist and passenger perception. The
descriptions of individual levels of service take into consideration factors such as speed,
travel time, freedom to maneuver, traffic interruptions, and comfort and convenience.
The LOS of an intersection is defined in terms of delay (in seconds) and is in relation to
the average time each vehicle is stopped, for a 15 minute analysis period (determined
by the peak hour factor). LOS ranges from “A” to “F” where a LOS “A” is considered to
be free flowing traffic often witnessed on rural roads with minimal to no traffic and a
LOS “F” could be related to downtown cities during rush hour traffic where extended
delays and limited movement is allowed. Generally speaking, a LOS of “D” is considered
acceptable, however LOS of “C” is more desirable since delays beyond “C” often are
associated with driver discomfort. The following table illustrates the intersection LOS
ratings for typical signalized and unsignalized intersections based on time of delay per
vehicle.
Table 4-2: Level of Service (LOS) Criteria for Intersections
LOS Description (Signalized)(Unsignalized)
A Little or no delay <= 10.0 <= 10.0
B Minor, Short delay > 10 to 20 > 10 to 15
C Average delay > 20 to 35 > 15 to 25
D Long, but acceptable delay > 35 to 55 > 25 to 35
E Long, Unacceptable delay > 55 to 80 > 35 to 50
F Long, Unacceptable delays > 80 > 50
A highway capacity analysis was performed for each intersection utilizing Synchro 9
Traffic analysis software which is an industry accepted standard for the evaluation of
signalized and unsignalized intersections based on methodologies and equations
developed in the 2000 & 2010 Highway Capacity Manual. The following factors were
considered as inputs for the program:
·Traffic volumes at each approach and turning movement
·Percentage of heavy vehicles witnessed
·Peak Hour Factor for each approach
·Traffic control (i.e. stop sign, traffic signal, yield)
·Road Geometry (i.e. lane designation, lane and shoulder widths)
·Approach speed
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A summary of the existing intersection conditions (AM, Noon, and PM peak hours) LOS
is provided in the Table below.
Table 4-3: Existing Traffic Volumes - 2018 Existing Conditions
Intersection Level of Service and Delays (Sec)
Intersection Approach AM Peak Hour Noon Peak Hour PM Peak Hour
Trumansburg
Rd & Hayts
Rd
Movements A (8.7)A (8.1)A (8.2)
Movements A (0.0)A (0.0)A (0.0)
Movements B (13.7) B (11.0) B (11.0)
Overall Intersection A (1.4)A (1.2)A (1.0)
Trumansburg
Rd & Cayuga
Professional
Center
Driveway
Movements A (0.0)A (0.0)
Movements A (7.8)A (8.1)
Movements C (16.3) C (16.2)
Overall Intersection A (0.5)A (1.7)
Trumansburg
Rd & Harris B
Dates Dr./W
Hill Dr.
Northbound Thru/Left A (4.8)A (3.2)
Northbound Right A (1.2)A (1.1)A (1.5)
Movements A (7.7)A (3.2)A (8.1)
Eastbound Left C (21.0) C (21.0) B (19.8)
Eastbound Thru/Right A (0.2)B (15.1)A (0.4)
Westbound Left C (28.6) C (21.5) D (38.4)
Westbound Thru/Right B (16.5) B (15.1) B (14.7)
Overall Intersection A (7.6)A (4.1)B (14.1)
Trumansburg
Rd & Hopkins
Pl / Campbell
Ave
Movements A (0.0)A (8.6)A (9.0)
Movements A (0.0)A (0.0)A (0.0)
Movements D (25.2) C (22.2) E (29.7)
Overall Intersection A (0.8)A (0.8)A (1.0)
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Based on the capacity analysis results for the existing studied intersections, the only
intersection which operates at an unacceptable LOS is Hopkins Pl., which has LOS E for
eastbound movements onto Trumansburg Rd.
4.2.3. Trip Generation and Distribution
To understand future mitigation requirements necessary to retain acceptable LOS
values, a trip generation and distribution study was performed based on the proposed
construction of commercial and residential developments adjacent to the Trumansburg
Rd. corridor. This section details the how the proposed traffic capacity analysis was
performed along with volume, speed and classification for the overall corridor, obtained
from NYSDOT traffic data.
Data counts are available from 2016 within the Trumansburg Road corridor at a location
near Woolf Ln. It is noted that this data is from a location approximately one mile north
of the project site, within a section of Trumansburg Road with a posted speed of 55mph.
The 85th percentile corridor speed based on this data is 57mph and 59mpg in the
northbound and southbound directions, respectively. Additional data counts were
available within the project site (between Bundy Rd. and Harris B. Dates Dr.) based on
analysis undertaken for the recent Holochuck Homes development traffic study, which
reports an 85th percentile corridor speed of 47mph northbound and 49mph
southbound. Refer to Table 5-2, which presents the design criteria, including the
assumed design speed of 50mph based on review of the available data.
Within the project corridor, two separate developments are proposed which would
increase traffic along Trumansburg Road. To determine the potential impacts the
proposed developments would generate throughout the project corridor and adjacent
intersections, a trip generation study was performed to calculate traffic volumes which
travel to and from the development sites. The generated traffic volumes are calculated
utilizing the 10th Edition of the Institute of Transportation Engineers (ITE) Trip
Generation Manual which is an accepted industry standard for calculating expected
traffic volumes generated when considering he proposed development land usage.
Previously, Keystone Associates submitted a conceptual site plan to the Town of Ithaca
for a proposed residential development (Ithaca Townhomes / Holochuck Homes) with
access connecting to the existing School of Massage driveway access and another access
drive located approximately 500ft North of Bundy Road. The submitted site plan
proposes 20 multifamily buildings equating to 106 individual units available for
residence. Therefore, ITE Land Use Code 220 – Low Rise Multi-Family Housing was
determined to be the most applicable Land Use as it provides data for attached two to
three story residential dwellings with consideration for the total amount of units
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available. The results of this analysis determined that the proposed Townhomes is
expected to generate 50 trips during the AM Peak Hour and 62 trips during the PM Peak
Hour.
Additionally, Cornell University owns property on the west side of Trumansburg Road
between Harris B. Dates Drive and Bundy Road and anticipates developing this parcel
into commercial properties. However, this parcel does not have a proposed site plan to
base select of the applicable Trip Generation Land Use Code. Therefore to be
conservative, it is anticipated that the parcel would be developed into a subdivision
housing development (LUC-210 - Single Family Detached Housing) with available plots
for office complexes (LUC-710 – General Office Building which includes medical, tax, and
other professional offices including potential for restaurants). Based on adjacent
residential properties and parcel size, it is assumed that the subdivision would construct
30 single family households; the general office building(s) is assumed to consume
approximately 35,000SF (derived from the adjacent Cayuga Professional Center office
located within the project limits). The results of this analysis determined the Cornell
Property is assumed to generate 85 trips during the AM Peak Hour and 74 trips during
the PM Peak Hour. The calculations for the number of trips resulting from the ITE Trip
Generation analysis is summarized in the Table below:
Table 4-4: Trip Generation Summary - Existing
Trip distribution describes the direction in which traffic is originated from and the
direction these vehicles are headed. Trips generated by the proposed projects were
distributed based on anticipated travel routes derived from existing peak hour traffic
patterns observed through the turning movement counts performed at the three key
intersections within the corridor. The detailed proposed trip distribution figure is
attached in Appendix F.
Trips Generated
Amenity Code Factors Hour Hour
Ithaca
Townhomes 220 106 Dwelling
Units
50 Vehicles
(12 Enter, 38 Exit)
62 Vehicles
(39 Enter, 23 Exit)
Cornell
Property -
Residential
210 30 Households 26 Vehicles
(7 Enter, 19 Exit)
32 Vehicles
(20 Enter, 12 Exit)
Cornell
Property -
General Office
710 35,000 SF
(35 kSF)
59 Vehicles
(51 Enter, 8 Exit)
42 Vehicles
(7 Enter, 35 Exit)
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In general, 25% of traffic is distributed Northbound (towards Trumansburg) while 75% of
traffic is distributed Southbound to Ithaca, from and to each proposed development site
during the AM peak hours. The direction of flow is reversed for PM peak hour, with 75%
of traffic distributed Northbound away from the City. This assumption is based on the
existing traffic patterns and engineering judgement primarily considering the proposing
residential properties will not increase job demand in surrounding areas. Therefore,
traffic would be focused on travelling to and from more urbanized areas and city centers
during the AM and PM peak hours. It is noted that the ITE Trip Generation Manuals do
not provide information regarding expected trips generated during the Noon peak hour,
therefore it has been excluded from this analysis assuming majority of traffic is
travelling during the two daily peak hours (AM and PM) accepted as the industry
standards.
4.2.4. Future Build (2039) Traffic Volumes and Capacity Analysis
To fully understand the impacts of the proposed Ithaca Townhomes and Cornell
University property developments, a future conditions analysis was performed. In
general, a conservative 1.0% annual growth rate was applied to existing turning
movement data to forecast the future traffic volumes for No Build and Build scenarios;
the annual growth rate was determined utilizing historical traffic data made available by
the NYSDOT. In accordance with the NYSDOT Highway Design Manual, the Estimated
Time of Completion (ETC) is determined to be 20 years in the future based on the nature
of this project and the proposed developments. The base year of 2019 was used, with a
future ETC of 2039.
To serve as the basis of expected impacts, it is assumed the No Build ETC+20 (2039)
traffic volumes serve as the null alternative. The forecasted No Build ETC+20 traffic
volumes are only influenced by the annual growth rate, and do not take into
consideration development of adjacent parcels. The Build ETC+20 condition considers
the annual growth rate along with the volumes calculated for the two proposed
developments. Traffic volume and distribution diagrams are provided in Appendix F
which outline the No-Build and Build traffic volumes used within the Synchro 9 capacity
analysis software. A summary of the forecasted level of service for the studied
intersections are provided on Table 4-5.
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Table 4-5: ETC+20 (2039) Forecasted Traffic Volumes
No Build/Build Conditions Intersection Level of Service and Delays (Sec)
4.2.5. Summary
The capacity analysis for the 2039 Build scenarios conclude each intersection and
corresponding movements continue to operate at an acceptable Level of Service (LOS D
or better), with the exception of the Hopkins Pl / Campbell Drive approach which is
expected to operate at LOS E and F for AM and PM peak hour, respectively. It is noted
that the Hopkins Pl / Campbell Rd. LOS for PM peak-hour is forecast at LOS F, which is
worse than the current LOS E.
Intersection Approach Peak Hour Hour Peak Hour Hour
Trumansburg Rd
& Hayts Rd
Northbound (all movements) A (9.2) A (9.3) A (8.4) A (8.4)
Southbound (all movements) A (0.0) A (0.0) A (0.0) A (0.0)
Eastbound (all movements) C (16.6) C (16.8) B (12.7) B (12.8)
Overall Intersection A (1.6) A (1.6) A (1.1) A (1.1)
Trumansburg Rd
& Cayuga
Professional
Center Driveway
Northbound (all movements) A (0.0) A (0.0) A (0.0) A (0.0)
Southbound (all movements) A (8.0) A (8.0) A (9.8) A (9.8)
Westbound (all movements) C (21.2) C (21.5) D (27.8) D (28.7)
Overall Intersection A (0.5) A (0.5) A (1.8) A (1.9)
Trumansburg Rd
& Harris B Dates
Dr./W Hill Dr.
Northbound Thru/Left A (5.1) A (5.5) B (13.3) B (13.7)
Northbound Right A (1.2) A (1.3) A (1.7) A (2.0)
Southbound All Movements A (9.2) B (10.5) A (8.8) A (8.9)
Eastbound Left B (20.0) B (20.0) B (19.8) B (19.8)
Eastbound Thru/Right A (0.3) A (0.3) A (0.5) A (0.5)
Westbound Left C (28.7) C (29.4) D (42.7) D (45.1)
Westbound Thru/Right B (16.3) B (16.6) B (14.5) B (14.4)
Overall Intersection A (8.4) A (9.3) B (15.9) B (16.5)
Trumansburg Rd
& Hopkins /
Campbell Ave
Northbound Thru/Left A (0.0) A (0.0) A (9.4) A (9.6)
Southbound Thru/Right A (0.0) A (0.0) A (0.0) A (0.0)
Eastbound Left/Right D (31.9) E (40.3) F (56.2) F (77.6)
Overall A (1.0) A (1.4) A (1.4) A (2.1)
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In general, LOS and observed vehicle delays are expected to degrade with the
development of the Ithaca Townhomes and Cornell University property generating
additional traffic, nevertheless the effects caused by these developments are not
expected to have a significant impact the Trumansburg Rd. corridor. Traffic control or
intersection geometric mitigation efforts are not warranted solely based on the LOS
analysis presented above for the purpose of retaining adequate intersection LOS. It
should be noted that future development will necessitate analysis that is beyond the
scope of this project (i.e., unprotected turning lane, queing at proposed access
locations, etc.) which may indicate future mitigation efforts.
4.3. Accident Data and Analysis
Accident data was provided by the Town of Ithaca for the most recent available three year
period (2014-2016) to determine accident trends within the Trumansburg Rd. project corridor
and whether existing roadway characteristics increase the probability of accident occurrences at
intersections and within road segments. The data included all accidents along Trumansburg Rd.
from Wilkins Rd., south to the Ithaca Town Line; to specifically focus on the study area, all data
outside of 0.1 miles of the project corridor was negated from this analysis. Accidents which were
not considered to be related to an intersection based on engineering judgement were
categorized as a link/corridor accident for the purpose of accident rate calculations.
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Table 4-6: Accident Severity
According to the data received, there were a total of 64 accidents that occurred during the 3-
year time period. While the majority of accidents resulted in property damage (over $500 in
estimated repairs) and non-reportable incidents (under $500 in estimated repairs), it is
important to note that a pedestrian fatality was recorded at the intersection of Trumansburg Rd.
and Hopkins Pl / Campbell Ave.Table 4-6 illustrates the accident summary and severity at each
location identified within the project limits.
Table 4-7: Accident Rate Comparison - Accident Rates per Million Entering Vehicles (MEV) / Accident
Rates per Million Vehicle Miles (MVM)
Link / Intersection of Accident Fatality Personal
Injury
Property
Damage Only Non-Reportable Total
Intersection Trumansburg Rd &
Hayts Rd 0 0 5 0 5
Harris B Dates Blvd 0 0 11 5 16
Bundy Rd 0 0 3 2 5
Hopkins Pl / Campbell Ave 1 0 2 0 3
Rd to Hopkins Pl / Campbell Ave 0 1 21 13 35
Overall Project 1 1 42 20 64
Link / Intersection of Crash No.
Crashes Crash Rate NYS Statewide
Average Ratio
Intersection – Hayts Rd 5 0.58 (Acc/MEV) 0.18 (Acc/MEV)3.22
Intersection – Harris B Dates Blvd 16 1.38 (Acc/MEV) 0.25 (Acc/MEV)5.52
Intersection – Bundy Rd 5 0.54 (Acc/MEV) 0.18 (Acc/MEV)3.00
Intersection Candlewyk Apt driveway 0 n/a 0.18 (Acc/MEV)n/a
Intersection – Hopkins Pl / Campbell Ave 3 0.25 (Acc/MEV) 0.18 (Acc/MEV)1.56
Campbell Ave 35 3.19 (Acc/MVM) 2.23(Acc/MVM)1.43
Overall Project 64 0.94 3.5 0.27
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Accidents are quantified as intersection or link/corridor related incidents when considering type,
proximity to intersections, and vehicular movements; accident rates are calculated based on
these two categories and compared to the NYSDOT Statewide Average Accident Rate.
Intersection accident rates are calculated as accidents per million entering vehicles (acc/mev)
which is dependent on the volume of vehicles entering that specific intersection. Link/corridor
accident rates are calculated as accident per million vehicle miles (acc/mvm) and derived based
on the studied project length and Average Annual Daily Traffic (AADT) which travels along
Trumansburg Rd. The accident rates for each studied intersection and Trumansburg Rd. corridor
are illustrated in the table below.
4.3.1. Summary
Each intersection exhibits a higher accident rate than the statewide average for similar
facilities. Since it is anticipated that no sight distance issues are present within the
corridor, additional factors could be contributing to accidents in excessive of the
statewide average.
As part of the accident analysis, collision diagrams and associated summary sheets were
developed. Clusters of accidents or patterns implying inadequate geometrics, or other
safety problems were identified. Diagrams and summary data are included in
Appendix F.
Table 4-8 summarizes the breakdown of accidents by type to better facilitate an
understanding of occurrences at each location.
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Table 4-8: Accident Summary
The breakdown at each studied intersection and corridor concluded that rear end
accidents and accidents involving animals account for over 67% of all accident types
within the project limits. Due to the presence of rural land adjacent to Trumansburg Rd.,
animal interference is a common occurrence and at times may be unavoidable;
additional safety measures can be implemented to improve driver visibility, especially at
night, such as increasing lighting and providing clear zone areas within right-of-way
limits. Rear end accidents are often associated with driver error (following too closely,
driver inattention, etc.) and poor driving conditions (snow, ice, rain, etc.) which hinder a
motorists ability to react in avoiding collisions. However, the high level of rear end
accidents at the Trumansburg Rd. and Harris B Dates Blvd. appears to warrant further
consideration.
Link/Intersection of
Accident
Re
a
r
E
n
d
An
i
m
a
l
Pe
d
e
s
t
r
i
a
n
Ov
e
r
t
a
k
i
n
g
Ri
g
h
t
T
u
r
n
Le
f
t
T
u
r
n
Fi
x
e
d
O
b
j
e
c
t
Em
b
a
n
k
m
e
n
t
Total
Intersection
Trumansburg Rd &
Haytes Rd
3 - - - - - - 2 5
Trumansburg Rd &
Harris B Dates Blvd
8 4 - 1 1 1 1 - 16
Trumansburg Rd &
Bundy Rd
2 2 - - 1 - - - 5
Trumansburg Rd &
Candlewyck Park
- - - - - - - -
Trumansburg Rd &
Campbell Ave
1 - 1 1 - - - - 3
from Haytes Rd to
Campbell Ave
5 18 - 2 2 1 1 6 35
Overall 19 24 1 4 4 2 2 8 64
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The accident analysis determined the Trumansburg Rd. and Harris B Dates Blvd.
intersection has an especially high number of accidents. The amount of vehicles
entering the intersection at this location exceeds any other intersection within the
project corridor, naturally resulting in a higher rate, however the accident rate for this
intersection is approx. five times higher than the statewide average for similar facilities.
Investigation of this intersection indicated that over 50% of accidents at this location are
due to Rear End incidents; the majority of which occur on the southbound approach of
Trumansburg Rd. The results of the accident analysis indicate inadequate geometrics at
this intersection. The lane geometry for this approach contains a single lane to
accommodate all turning movements; due to the proximity of the adjacent Cayuga
Medical Center, it is anticipated that accidents occurred as left turning vehicles were
stopped in traffic generating traffic queues. Recommendations for modifications to
geometry for this approach are discussed in Section 5.2.5.1.
4.4. Pedestrian Data and Analysis
Identifying needs and concerns of pedestrian accessibility along the Trumansburg Rd. corridor is
a primary component of this report. Public meeting and community survey responses indicate
that the majority of residents do not consider Trumansburg Rd. a viable walking route due to
the lack of pedestrian facilities such as sidewalks, crosswalks, and traffic signals. Additionally,
excessive vehicle speeds and low shoulders, which force pedestrians to walk closer to vehicle
paths, generate pedestrian perceptions of unsafe walking conditions. The accident analysis
detailed previously in this report identified one fatal pedestrian accident which occurred at the
intersection of Trumansburg Rd. and Hopkins Pl. / Campbell Ave., an unsignalized intersection
where no pedestrian accommodations are available. The Trumansburg Rd. and Harris B. Dates
Dr. intersection is the only location within project limits that contains pedestrian facilities,
including designated crosswalks and ADA compliant landings with detectable warning units and
pedestrian signals.
To quantify the existing state of pedestrian accessibility, a pedestrian level of service analysis
was performed utilizing Synchro 9 capacity analysis software, similar to the vehicular LOS
described in Section 4.2 of this report.
4.4.1. Pedestrian level of service analysis
Pedestrian LOS is calculated as average delay per pedestrian, described as the
measurement of pedestrian flow rate and delay experienced caused by waiting for gaps
in traffic to safely cross the roadway. Primarily, factors which determine pedestrian
delay observed at intersections are volume of pedestrians, volume of vehicles, length of
crossings, walking speed, walking path width, and vehicle speeds. The table below
represents the Pedestrian LOS score ranges and their associated LOS grade.
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Table 4-9: Level of Service (LOS) Criteria for Signalized Pedestrian Facilities
LOS Description Delay in Seconds
(Signalized)
Delay in Seconds
(Unsignalized)
A Little or no delay X <= 10 X <= 5
B Minor, Short delay 10 < X <= 20 5 < X <= 10
C Average delay 20 < X <= 30 10 < X <= 20
D Long, but acceptable
delay 30 < X <= 40 20 < X <= 30
E Long, Unacceptable
delay 40 < X <= 60 30 < X <= 45
F Long, Unacceptable
delays X > 60 X > 45
The existing corridor was analyzed to determine the pedestrian level of service at each
intersection studied within the project corridor. Refer to
Table 4-10 for a summary of existing condition pedestrian LOS.
Currently, no intersection exhibits acceptable pedestrian LOS results. A pedestrian LOS
of E and F is indicated for all intersections, with the exception of Trumansburg Rd. &
Hayts Rd. noon peak hour, which was a level D. Although levels A to D are generally
considered acceptable, the lack of pedestrian facilities at this location results in this
intersection being evaluated as ‘unacceptable’.
The Pedestrian LOS presented in Table 4-10 considers the delay experienced while
waiting for pedestrian indications at a given location (i.e., gap analysis). The delay
experienced by pedestrians at the intersection of Trumansburg Rd. & Harris B Dates Dr.
is primarily due to existing traffic signal phasing and available walk time; whereas the
delay at each unsignalized intersection exhibits an unacceptable pedestrian LOS due to
high traffic volumes and excessive speeds, which decrease gaps in traffic flow thus
hindering pedestrian crossing.
A Crosswalk LOS differs from Pedestrian LOS at a controlled intersection, representing
the accessibility/safety of pedestrians while crossing the roadway, and excluding
consideration of delay awaiting signaled crossing. The intersection of Trumansburg Rd.
& Harris B Dates Dr. retains a Crosswalk LOS of B. The LOS of B is indicative of the travel
distance and space available to a pedestrian at the signalized crossing, while reflecting
the remaining potential for pedestrian conflict with cars (i.e., associated with right-hand
turning movements). Improvements to Pedestrian LOS and Crosswalk LOS at this
intersection may be considered as part of intersection modifications at Trumansburg Rd.
& Harris B Dates Dr., as discussed in Section 5.2.5.
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Although Pedestrian LOS is considered unacceptable at unsignalized intersections,
additional mid-block crossings or signalized intersections, that would inhibit traffic flow
within this commuter roadway, are not recommended. However, the addition of
sidewalks on both sides of the roadway (Alternative 3,Section 5.2) will reduce the need
for crossing at unsignalized locations. The exception to this is at Bundy Road, where a
new cross walk is recommended, as described in Section 6.4.1.
In addition to sidewalks, pedestrian accessibility at these unsignalized crossings would
be improved by reducing the vehicular speed within the project corridor, in turn
decreasing pedestrian delay.
Table 4-10: Existing Condition Pedestrian Level of Services (LOS) Gap Analysis
Model /
Alternative
Study Intersection
Trumansburg
Rd & Hayts Rd
Rd & Cayuga
Professional
Center
Trumansburg Rd
& Harris B Dates
Blvd
Trumansburg
Rd & Campbell
Ave
AM Peak Hour (39.8)(45.1)(45.0)(78.8)
Noon Peak
Hour (28.1)(33.3)
LOS E
(45.0)(68.1)
PM Peak Hour (67.5)(84.3)(45.0)(178.2)
4.4.2. Camera Data
Time-lapse cameras are an important tool for understanding current active
transportation patterns on a site-specific level, by enabling 24-hours of data to be
analyzed in a matter of hours. They provide both quantitative and qualitative
information, which can be developed into visuals that detail pedestrian, jogger, bicyclist,
and public transit user movements and usage trends. These findings can clearly highlight
needs and inform recommendations to improve the active transportation infrastructure
and facilities at particular locations. For this project, time-lapse cameras were set up at
three priority intersections along NYS Route 96 within the project area:
·Cayuga Professional Center Drive Intersection
·West Hill / Harris B. Dates Drive Intersection
·Bundy Road Intersection
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The cameras recorded images at 3-second intervals for 24-
hour time periods on Monday, May 6th, 2019, and Saturday,
May 11th, 2019. Both of these dates represented typical sunny
spring days with temperatures between 52°F and 70°F.
Between the two dates, a total of 100 pedestrians and 20
bicyclists were observed at these intersections, with 19 of the
pedestrians using the TCAT bus stops. Refer to Appendix C for
exhibits showing detailed findings for each intersection based
on weekday and weekend observations.
As illustrated by the exhibits, far more pedestrians passed by
these intersections on Monday compared to Saturday,
suggesting that this corridor is significantly used by weekday
commuters and visitors to the Cayuga Professional Center and
Cayuga Medical Center. Other key observed user groups
included exercise bicyclists and exercise joggers.
Screenshots for the critical weekday scenario are presented below illustrating areas of highest use.
Exhibit 4-1: Intersection 1 Weekday Data
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Exhibit 4-2: Intersection 2 Weekday Data
Exhibit 4-3: Intersection 3 Weekday Data
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The findings from the camera data indicate the following additional considerations for
the development of alternatives and design concepts:
·Significant crossing to/from bus stop at Cayuga Professional Center driveway;
consider mid-block cross walk in this location
·Significant crossings at the unsignalized Bundy Road location; recommend a new
cross walk(s) in this location
·Pedestrian use on the east side of Trumansburg Road is heavier than the west side;
prioritize sidewalk on the east side of roadway
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5.0 PRELIMINARY DESIGN
The study included the evaluation of multiple alternatives, including a Null Alternative and two primary
build alternatives. Descriptions of these alternatives, and their associated impacts and benefits are
presented below.
5.1. Design Criteria
The basis of design for the build alternatives is based on the following engineering
standards:
Table 5-1: Design Standards
Project Type NYSDOT Design Guidance
Roadway NYSDOT Highway Design Manual
Bicycle and Pedestrian Facilities NYSDOT Highway Design Manual Chapters 17 & 18
Crosswalks NYSDOT Pedestrian Safety Action Plan
Shared-Use Path 2012 AASHTO Guide for the Development of Bicycle
Facilities
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Table 5-2: Critical Design Elements for Trumansburg Road
Route No. & Name:
Trumansburg
Road (NYS Route
96)
Functional Classification:Urban Minor Arterial
Project Type:Improvements Design Classification:Urban Arterial (Non- NHS)
% Trucks:4.3%Terrain:Rolling
AADT (2019):8286 Truck Access/Qualifying
Hwy.
Access-Yes;
Qualifying-No
Element Standard Existing Condition Proposed Condition
1 Design Speed 40 mph Min.; 45 mph Max.
HDM Section 2.7.2.3
45 mph posted
50mph (85 Percentile)
45 mph (Posted)
50 mph (Design Speed)
2 Lane Width
11 ft. minimum; 12 ft.
Desirable
HDM Section 2.7.2.3
12’-0”12’-0”
3 Bicycle Lane 5 ft. Min; 6-7 ft. Desirable
HDM Section 2.7.2.3 6 ft. Shoulder 6 ft. Shoulder/Bicycle
Lane
4 Turning Lane 11 ft. Min.; 12 Desirable
HDM Section 2.7.2.3 12 ft.12 ft.
5 Shoulder Width
Curb: 5 ft. Min. 6 ft. desirable
with cyclists
Uncurbed: 6 ft.
HDM Section 2.7.2.3
6 ft.6 ft.
6 Superelevation
4% Max.
HDM Section 2.7.2.3 E
Exhibit 2-1b
Normal Crown Normal Crown
7
Stopping Sight
Distance
(Horizontal)
387 ft. Min. (50 mph)
HDM Section 2.7.2.3 F, Exhibit
2-5
Varies Match Existing
8 Maximum Grade
6%
HDM Section 2.7.2.3 G, Exhibit
2-4a
6% max.6% max
9 Cross Slope 1.5% Min. to 2.5% Max.
HDM Section 2.7.2.3 H 2%2%
10 Vertical Clearance
14 ft. Minimum
14’-6” Desirable
HDM Section 2.7.2.3 I, BM
Section 2.3, Table 2-2
No Vertical Obstruction No Vertical Obstruction
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Table 5-3: Sidewalk Design Criteria
Element (HDM Ch. 17
&18)
Allowable Proposed Remarks
1 Sidewalk Width 5 ft.4 ft. (min)5 ft.5 ft. min. typical
2 Buffer Zone (edge of
sidewalk to curb)8 ft.
2 ft. – 6 ft.
(recommended)
HDM 18.6.6
Exhibit 18-8
(varies) 1 ft.
to 5 ft.
residential development
however may not be
achievable for constrained
developed areas. 1 ft. min.
proposed to allow for sign
posts and street
hardware.
HDM 3.2.11.1
3 Sidewalk Cross-slope 1.5%2.0%1.5%guidelines.
4 Walking surfaces
(Profile)1:22 (4.5%) 1:20 (5%) 1:22 (4.5%)
All sidewalk surfaces will
be constructed to a grade
no greater than 4.5%
except in the areas were
the sidewalks matches a
respective highway profile
greater than 4.5% (6%
Along Trumansburg Road).
5
Curb Ramps
-Cross-slope
-Running
slope
-Flared side
slope
-Turning
space
-Clear space
1.5%
7.5%
9.5%
48”x48” (min)
48”x48” (min)
2.0%
8.0%
10.0%
48”x48” (min)
48”x48” (min)
1.5%
7.5%
9.5%
48”x48”
(min)
48”x48”
(min)
In compliance with ADA
guidelines and Values
match NYSDOT Critical
Elements for the design,
layout, and acceptance of
Pedestrian Facilities
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5.2. Design Alternatives
Design alternatives are presented on the Alternatives Map,Figure 2 of Appendix A. Descriptions of the
design alternatives are presented in the following sections.
5.2.1. Alternative 1 – Null
Alternative 1 is the null, or do nothing alternative.
Based on the feedback that was received during the Stakeholder Group meetings, the results of
the online survey and comments made during the public informational meeting, the null
alternative did not meet any of the goals and objectives of the study nor did it satisfy the
objectives of the Town or the public at large.
5.2.2. Alternative 2 – Sidewalk Connection East Side
In this alternative, a new 5 ft. wide sidewalk connection would be constructed from the Cayuga
Professional Center Drive near Hayts Road to the existing sidewalk at the City of Ithaca boundary
line. The concrete sidewalk would run along the east side of Trumansburg Road only.
This alternative meets the goals and objectives of the project, allowing for a pedestrian
connection between the key pedestrian generator areas as identified in Section 4, Existing
conditions. This sidewalk route increases safety by creating a continuous connection to the City
of Ithaca sidewalk system.
5.2.3. Alternative 3 – Sidewalk Connection West Side & Mid-Block Crossing
Alternative 3 includes the improvements of Alternative 2 along with additional improvements to
the west side of Trumansburg Rd. For this alternative, in addition the new sidewalk on the east
side of the roadway, a new 5 ft. wide sidewalk connection will be installed from Hayts Road to
Bundy Road on the west side of Trumansburg Road. A mid-block crossing is also proposed at
Bundy Road, allowing pedestrians on the west to cross over to the connecting sidewalk on the
east side for connection south to the City.
This alternative provides a pedestrian connection between the key pedestrian generator areas
along the west side of Trumansburg Road. Public input (Appendix D) noted locations such as
the Northeast Pediatrics Center & Adolescent Medicine and the Overlook Apartments as
needing pedestrian infrastructure improvements. The proposed route ends at Bundy Road to
avoid the restrictive barriers to construction south of Bundy Road (i.e., mature trees, significant
cut and existing culvert). Consideration of these barriers indicate that the benefits of a sidewalk
on the west side do not outweigh the costs/constraints for this section of roadway, where
pedestrian access points are limited.
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5.2.4. Additional Alternatives
The following additional alternatives were explored and discussed with the public and with
Town staff. These options are valuable to record, however the consensus, based on input from
the Town, is that these are not preferred alternatives and will not be further explored as part of
this study.
5.2.4.1 Multi-User Path Extension
This alternative would provide a new 8-ft or 10-ft wide multi-user asphalt trail along the
east side of Trumansburg Road in segments that allow for the wider typical section.
Multi-user paths allow for multiple user types such as bicyclist to travel on a safe path
between the key pedestrian and bicyclists generation areas. It also improves the
connection to the Black Diamond Trail. The wider section required for this trail results in
significantly more restrictive areas and numerous issues such as impacting driveway
slopes for residents. These issues would result in only short sections of a multi-user
path, limiting the usefulness of this option. Additionally, this might encourage cyclists to
ride on the pedestrian sidewalk sections. Due to these consideration this option will not
be further pursued at this time.
5.2.5. Additional Recommendations
The following recommendations have come out of the findings of the project study analysis.
They are noted here for further consideration by the Town of Ithaca for future consideration.
These elements are beyond the scope of this project and are not included in the detailed
evaluation.
5.2.5.1 Turn Lane Improvements
Accident data and traffic LOS data indicates recommended improvements at the
intersection of Trumansburg Road and Harris B Dates Drive. The most common
accidents involve collisions caused by southbound traffic turning left on to Harris B
Dates Drive. To decrease accidents and improve safety, a left turn lane addition is
recommended. Trumansburg Road would be widened on either side of the intersection.
This widening on the north side will add a lane for the left hand turn. Widening on the
south side will allow for a straight alignment lane for thru traffic passing through the
intersection while maintaining the right turn lane.
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5.2.5.2 Speed Limit Reduction
Accident data and public input have indicated that a safety benefit would be realized
from lowering the current 45mph speed limit though the project area. Currently the
speed is reduced to 30mph while entering the City of Ithaca. Based on the analysis
presented within this study, as well as from comments received via public feedback, it is
recommended that the Town request a Speed Limit Study from the NYSDOT for this
corridor.
Although this study recommends the Town petition the NYSDOT for a speed limit study,
it should be noted that the alternatives above were developed based on the existing
posted speed of 45mph.
5.2.5.3 Black Diamond Trail Connection: Option 1
Based on results of the public input, there is a strong desire for increased connectivity
from Trumansburg Rd. to the Black Diamond Trail. Options for connecting the trail are
presented on Figure 2 of Appendix A. The first option would provide a multi-modal trail
starting from Trumansburg Road at Harris B Dates Drive, turning left to follow the
existing roadway, then extending along an existing maintenance access path.
A connection to the Black Diamond trail will transverse a significant grade change; this
option provides a longer winding path that can meet the ADA design standard of 4.5%
running longitudinal slope. Furthermore, the existing dirt/stone road will limit the
amount of clearing and grubbing required. As previously noted, the hospital has
submitted a grant application in the 2018 and 2019 CFA round for construction of this
trail connection.
5.2.5.4 Black Diamond Trail Connection: Option 2
The second connection option would provide a new 10’ wide multi-modal trail within
the overhead utility corridor that is located adjacent to the Museum of the Earth
(Option 2 on Figure 2 of Appendix A), connecting the new sidewalk installation along
Trumansburg Road to the existing Black Diamond Trail.
This connection route is steeper, at about a 10% longitudinal slope, which does not
meet the recommended 4.5% design running trail slope per ADA standards (see design
criteria table. The benefits of this option include a short/direct route, which resides
within an already cleared area.
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5.2.5.5 Black Diamond Trail Connection – Option 3
Based on feedback from public workshops, there is a desire for residents in the southern
section of the corridor for a future connection to Black Diamond Trail towards the south
end of the project area (i.e. near Williams Glen or Bundy Rd). This potential alternative
connection would provide a new 10’ wide multi-modal trail through vacant private
property. This path has not been presented as an option on Figure 2 of Appendix A as it
would require land acquisition or easements and would require a long meandering
pathway due to steep topography.
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6.0 DETAILED EVALUATION
With consensus from the Town of Ithaca, Build Alternatives 2 and 3 were evaluated in further detail,
including development of Concept Plans and cost estimates. The Plan Sheets for both build alternatives
are presented on the Drawings PL-1 to PL-3 in Appendix B. Design elements for these alternatives are
described in the following sections.
6.1. Alternative 2 – Sidewalk Connection East Side
In this alternative, a new sidewalk connection would be constructed from the Cayuga
Professional Center Drive near Hayts Road to the existing sidewalk at the City of Ithaca boundary
line. The concrete sidewalk would run along the east side of Trumansburg Road only.
The sidewalk would be 5’-0” wide per NYSDOT design standards. Four typical sidewalk section
concepts were developed per the design criteria (refer Section 5.1). Proposed typical sections
are shown on Figure 3 and Figure 4 of Appendix A. Each typical section is representative of a
roadway/sidewalk segment along the proposed route. The concepts also show existing
ditches/gutters that will need to be replaced with segments of storm sewer.
This route does have some difficulties to overcome due to width restrictions and other design
constraints. Three key restrictive areas, as identified on Figure 2 of Appendix A, will require
retaining wall installations and/or steep embankment work to increase the section width for the
5’ wide sidewalk. Modifications to proposed cross-sections to infringe on the existing shoulder
are not preferred per NYSDOT standards (HDM Section 2.7.2.3) and to maintain desired bicycle
usage widths.
The restrictive section at the William Brook culvert will likely require a retaining wall installation,
as well as steep embankment installations. For estimating purposes, a 5-ft tall fill type retaining
wall is assumed to be installed along 100-LF of the proposed sidewalk above the culvert,
towards the top of the embankment slope. Additionally, steep embankment fill is required for
an approximately 100-LF section of sidewalk south of the Williams Brook culvert. Due to the
steep slopes and the retaining wall, it is assumed that 200-LF of 42-inch wooden pedestrian
railing is required to meet safety standards.
The Environmental Assessment in Section 3.2 above shows some design considerations will be
needed regarding historic resources and two creek crossings, however, these can be
incorporated into a successful final design.
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This alternative is estimated to cost $2.5M. A breakdown of the cost estimate is presented in
Section 6.3. Refer to Plans (P-1 to P-3) for the approximate location of utilities that may need to
be relocated based on the concept. The opinion of probable cost is based on the following
design assumptions:
·100-LF of 5-ft retaining wall and 100-LF embankment fill at the Williams Brook culvert
·Construction small bridge/culvert over swale at station 39+50
·Relocation of 15 power poles
·Relocation of existing guiderails in two locations
·Relocation of 5 hydrants
·Relocation of 5 existing catch basins
·Approximately 17 catch basins and 2,880 linear feet of storm sewer
·Planting to replace 900 LF of shrubs/hedge along residential properties, 42 deciduous
trees and 8 evergreen trees
6.2. Alternative 3 – Sidewalk Connection West & Mid-Block Crossing
This alternative includes the improvements described for Alternative 2 (sidewalk on the east
side) in addition to a sidewalk to be constructed on the west side of Trumansburg Rd. The
sidewalk would be 5’-0” wide with proposed section concept as shown on cross section #2A on
Figure 4 of Appendix A,Proposed Roadway Conditions. At Bundy Road, a crosswalk is
recommended that connects to the east side of Trumansburg Road, connecting to Alternative 2
above. The concepts also show existing ditches/gutters that will need to be replaced with
stretches of storm sewer.
The Environmental Assessment in Section 3.7 above shows limited environmental factors
affecting the final design on the west side of Trumansburg Rd.
This alternative is estimated to cost $4. 5M. A breakdown of the cost estimate is presented in
Section 6.3. Refer to Plans (P-1 to P-3) for the approximate location of utilities that may need to
be relocated based on the concept. The opinion of probable cost is based on the assumptions
for Alternative 2 above, as well as the following additional design assumptions for
improvements on the west side of the roadway:
·Relocation of up to 11 power poles
·Relocation of existing guiderail in one location
·Relocation of 1 hydrant
·Relocation of up to 2 existing catch basins
·Approximately 22 catch basins and 4,300 linear feet of storm sewer
·Plantings to replace 250LF of shrubs/hedge along residential properties, 15 deciduous
trees and 3 evergreen trees
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6.3. Cost Summary
The below table shows a breakdown of the probable cost of the proposed alternatives. The
costs include construction fees, engineering design fees, permitting costs, construction
management fees and a 20% contingency.
Table 6-1: Probably Cost Summary
6.4. Additional Design Concepts
6.4.1. New Cross-walks
New cross-walks are proposed at the intersection of Bundy Road, as shown on PL-3.
These cross-walks are recommended for both build Alternatives 2 and 3, allowing
pedestrians to safely cross from west to east, connecting to the proposed new sidewalk
on the east side of Trumansburg Road continuing south to the City limit.
6.4.2. Public Transit
Review of pedestrian infrastructure improvements has led to an evaluation of potential
improvements to the Tompkins Consolidated Area Transit (TCAT) infrastructure along
Trumansburg Road. In addition to observations from the pedestrian traffic analysis,
input from the public and from TCAT representatives provided support to identify key
locations for improvements. Based on the review of pedestrian movements within the
corridor, it is recommended that the existing bus stops remain and no new bus stops are
proposed. Proposed new bus shelter locations are recommended at the Cayuga
Medical Center (southbound) and Candlewyck Apartments (southbound) as shown on
the Alternatives Map,Figure 2 of Appendix A. Other potential locations include the
Cayuga Professional Center (northbound) and Bundy Rd. (northbound). The diagram
below was provided by TCAT and demonstrates bus stop usage in support of the
proposed bus shelter locations.
Alternative Construction
Cost (2019)
20%
Contingency 3% Inflation
to 2020
Total
Construction
Cost
Alternative 2 – Sidewalk
Connection East $2,025,000 $417,000 $61,000 $2,503,000
Alternative 3 – Sidewalk
Connection West $3,639,000 $750,000 $109,000 $4,498,000
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The following guidelines are recommended for new bus shelters:
·Incorporate full bus pull-off lanes to prevent buses from stopping in lane
·Provide concrete pad
·Safety lighting and seating
Figure 6-1: 2018 TCAT Ridership Boarding Locations
6.4.3. Signage
The cost of street signage relocation is included in the opinion of probable cost
developed for this study. Signage will also be required for the proposed new mid-block
crossing. Additional signage may be considered as part of the project, such as bicycle in
roadway/shoulder signage and wayfinding signage, particularly for potential future
connections to Black Diamond Trail.
6.4.4. Environment and Natural Resources
The findings of the Environmental Assessment identified the importance of stormwater
management as highlighted by numerous environmental indicators in Section 3.2.
Stormwater conveyance has been considered in the concepts presented on PL-1 to -4;
the concepts aim to retain existing grassed/vegetated swales for the treatment of
stormwater prior to entering the closed drainage system. Where feasible, the design will
incorporate overland flow to grass/lawn areas in lieu of traditional curb/ closed drainage
systems. During detailed design, particular attention should be given to modifications
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required to alleviate any existing flooding, and to protect surface waters from pollutants
typical within runoff from roadways. Consideration of potential green infrastructure
solutions to reduce runoff to local waterways may also be considered as part of the
design process.
6.4.5. Lighting
There are cobra head street lights at major intersections within the corridor (Hayts
Road, Bundy Road and Hopkins Place). There are additional cobra lights (3 no.) located
on power poles on the west side of Trumansburg Road between Hayts Road and the
entrance to the Museum of the Earth, as well as at the Fire Station driveway.
‘Pedestrian level’ lighting exists along the property at the Candlewyck Apartments. Refer
to Plans (P-1 to P-3) for the approximate location of existing lighting.
There are no cobra lights south of Candlewyck Apartments to Hopkins Place and south
of Hopkins Place to the City limits. Additional cobra lighting may be considered in this
area for pedestrian safety. Additional cobra lighting may be considered south of the Fire
Station to Bundy Road. Additional ‘street level’ lighting is recommended at proposed
new bus shelters.
6.4.6. Right-of-Way Acquisitions
B&L reviewed NYSDOT right-of-way (ROW) information based on available survey data
from road improvement design drawings dating from 1906 to 1967. Based on the 1906
drawings, the ROW appears to be approximately 50’ wide (i.e. 25’ from centerline on
either side) at Hayts Road, widening to approximately 60’ at Bundy Road (i.e. 25’ and 35’
from centerline on the east and west, respectively), and then narrowing back to 50’
beyond Bundy Road. ROW appears to narrow to 40’ (i.e., 20’ from centerline) near the
City Line. ROW information from 1925 drawings is similar, with the addition of ROW
near the culvert at Hopkins Place, where it widens from 50’ to between 80’ to 125’ at
the culvert. Based on the limited ROW information shown on the remaining drawings,
no substantial changes to ROW are observed from 1925 to 1967.
Tax map parcel data was used to develop the concept plans, as presented in
Appendix B. It should be noted that the ROW boundary estimated based on the parcel
data differs from what was estimated based on NYSDOT historical survey/drawings. The
tax maps show a ROW that is significantly wider, approximately 70’ at Hayts Rd,
widening to approximately 80’ at Bundy Rd and narrowing again to 50’ at the City Line.
Based on the proposed cross sections presented on Figures 3 and 4 in Appendix A,
cross-sections #1, #2 and #4 require a minimum width of 25’ from centerline, and a
preferred width up to 30’ from centerline. Cross-section #3 (where there are existing
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vegetated swales), requires a minimum width of 35’ from centerline. Boundary survey
will be required as part of the design phase to confirm ownership and assess
acquisition/easement needs.
As described in Section 6.6.2, a priority was placed on maintaining existing roadside
grassed/vegetated swales, which offer treatment for stormwater runoff prior to
entering the stormwater drainage system. In areas with large open lawns, such as at the
Museum of Earth / Vegan Epicure and Candlewyck Apartments, retention of existing
swales, as well as existing rows of mature trees (at Vegan Epicure) was prioritized over
maintaining the new sidewalk within the existing right-of-way. This will require
easements and/or acquisitions in these areas, which is considered preferable where
space allows. The location of the potential easements/acquisitions that would be
required to address the extended width of cross-section #3 is shown on Sheets PL-1 to
PL-3 in Appendix B.
6.4.7. Conceptual Landscaping
The design concept includes replacement of disturbed mature trees and hedges/shrubs
along the route. Additional shade trees are also proposed, where appropriate, such as
along the Museum of Earth / Vegan Epicure property.
Based on visual observation by a Registered Landscape Architect, typical existing trees
to be impacted along the corridor include Locust, Maple, Elm and Oak; a few locations
of Northern Catalpa were also observed. These deciduous types would be replaced with
similar 2-3 inch caliper ball and burlap replacement trees. Existing evergreens observed
include Norway, Spruce, White Pine and Eastern Red Cedar. These varieties would also
be replaced with similar 10-12’ replacement trees. All proposed deciduous and
evergreen plantings would be specified to be ‘moderate’ salt tolerance.
Typical existing deciduous hedges to be impacted along the corridor include Beech and
Privet. Existing ‘naturalized’ areas were also observed, which would be improved with a
variety of plantings, such as Serviceberries, Maple, Oak, Viburnum, Choke Berry, etc.
Existing invasive, such as Black Locust would be replaced with an alternative native
hedge option, such as Willow biomass, at approximately 6-8’ spacing depending on
specified size and container.
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The approximate locations of mature trees and hedges that may be impacted by the
proposed sidewalk are shown on P-1 to P-3. Based on site observation, it is anticipated
that the following landscaping will need to be replaced: +
·500LF of deciduous hedge at the hospital
·540LF of shrubs/hedge/naturalization along residential properties
·42 deciduous trees
·11 evergreen trees
·115LF of evergreen hedge
In addition to the above assumed replacements, up to 15 new shade trees (e.g., Elm,
Oak or Maple) are recommended along the Museum of the Earth / Vegan Epicure
property boundary to improve aesthetic and increase shade in this stretch of sidewalk.
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7.0 POTENTIAL PERMITS AND COORDINATION
The potential permits, coordination and certifications that are anticipated for project construction
include:
Permits
·New York State Department of Environmental Conservation (NYSDEC) and United States
Army Corps of Engineers (USACOE) (Joint Application for instream work)
·State Pollutant Discharge Elimination System (SPDES) General Permit
·Highway Work Permit from NYS Department of Transportation (NYSDOT)
Coordination
·City of Ithaca
·Town of Ithaca
·TCAT
·NYS Office of Parks Recreation & Historic Preservation (OPRHP)
·Federal Highway Administration (FHWA)
·New York State Historic Preservation Officer (SHPO)
·US Fish and Wildlife Service (USFWS)
·NYS Department of Environmental Conservation (DEC)
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8.0 RECOMMENDATIONS
The overall corridor study recommendation is to pursue the proposed build alternatives to
accommodate the safe movement of pedestrians within this busy corridor.
The null or no build option is eliminated as it does not meet the objectives and goals of the project.
The proposed Alternative 2, sidewalk on the east side of Trumansburg Road, is the highest priority,
meeting the primary goals and objectives of the project while minimizing cost.
The proposed Alternative 3, sidewalks on both sides of the roadway, will improve safety for those
travelling to/from facilities on the west side of the corridor but is of second priority due to lower
density/usage, and is recommended for consideration as budgets / funding opportunities arise.
The additional recommendations, as presented in Sections 5.2.5 and 6.4, such as modifications to
signage, lighting and proposed new cross-walks may be further developed during the design stage of the
sidewalk project, or undertaken as parallel initiatives. Recommendations for lane modifications at Harris
B. Dates Dr. and potential speed reductions should also be considered by the Town and NYSDOT as
future initiatives to improve pedestrian safety within the corridor.
APPENDIX A
Figures
Trumansburg Road/NYS Route 96 Pedestrian Corridor Study
FIGURE 1: EXISTING ROADWAY CONDITIONS
Vegetated SwaleVegetated Swale#1
Least Restrictive - Least Restrictive -
Lawn #5
Vegetated / Grass Vegetated / Grass
Swale
#3
Restrictive - Steep Restrictive - Steep
slope
#4
#2
Roadside GutterRoadside Gutter
LEG
E
N
D
STRE
E
T
S
E
G
M
E
N
T
0
0.15
0.3
0.45
0.6
0.07
Miles
¯
Hayt
s
Har
r
i
s
b
.
Date
s
Key Map
Cand
l
e
w
y
k
Bun
d
y
Ho
p
k
i
n
s
Trumansburg Road/Route 96
W H
i
l
l
#4
#5
#3#2#1
Sidewalk Options
Sidewalk Options - East
Sidewalk Options - West
TCAT Bus Stops
Proposed Bus Shelter
Existing Stop
Restrictive Areas - Guide Railing
Crosswalk Options
Multi-User Path Option
Trail Connection Options
Municipal Boundary
Existing Gutter
Project Segment Limits
Existing Guiderails
Existing Culverts
Existing Crosswalks
Existing Sidewalk
Roads
Streams
50 ft Contours
Cayuga_Lake
Parcels
ROW
Building Footprints
Legend
CAYUGA LAKE
TOWN OF
I
T
H
A
C
A
CITY OF IT
H
A
C
A
Trumansburg Road/Route 96 Pedestrian Study
Figure 2: Alternatives Map
BD TRAIL CONNECTION
OPTION 1
NORTHEAST PEDIATRICS CENTER &
ADOLESCENT MEDICINE
CAYUGA PROFESSIONAL CENTER
VEGAN EPICURE
BD TRAIL CONNECTION
OPTION 1
CAYUGA MEDICAL CENTER
OVERLOOK APARTMENTS
BUTTERMILK FALLS PEDIATRICS
NYSEG SUBSTATION
BD TRAIL CONNECTION
OPTION 21
CORNELL PROPERTY
MUSEUM OF THE EARTH
CONIFER VILLAGE AT CAYUGA MEADOWS
SIDEWALK ALTERNATIVE 2 - EAST
2
1
FIRE STATION
APPROVED 106 LOT SUBDIVISION
SINGLE FAMILY RESIDENCES
Options Segment ID
CANDLEWYCK APARTMENTS
3
SIDEWALK ALTERNATIVE 3 - WEST
CAYUGA RIDGE EXTENDED CARE
MEDICAL OFFICE
SINGLE FAMILY RESIDENCES
BL
A
C
K
D
I
A
M
O
N
D
T
R
A
I
L
ITHACA SEVENTH DAY ADVENTIST CHURCH
State Park Property
4
BL
A
C
K
D
I
A
M
O
N
D
T
R
A
I
L
EXISTING CULVERT
BROOKDALE ITHACA
Private Vacant
Property
Cayuga Medical
Property
5
Trumansburg Road/NYS Route 96 Pedestrian Corridor Study
FIGURE 3: PROPOSED ROADWAY CONDITIONS
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guide rail - fill #1
#1b typical sidewalk with typical sidewalk with guide rail#1a typical sidewalk withtypical sidewalk with
guide rail - fill with existing culvert
STATIONING - RIGHT (WEST)
Start Stop Length (FT)Proposed Cross Section
HAYTS ROAD
(STA. E 11+52)
W. HILL DRIVE
(STA. E. 20+69)917 #2A
W. HILL DRIVE
(STA. E. 21+50)
BUNDY ROAD
(STA. E. 55+15)3365 #2A
Total 4282
STATIONING - LEFT (EAST)
Start Stop Length (FT)Cross Section
CAYUGA PROFESSIONAL CENTER
(STA. E 13+63)
HARRIS B DATES DR.
(STA. E. 20+72)709 #4
HARRIS B DATES DR.
(STA. E. 21+66)
MUSEUM OF THE EARTH ENTRANCE
(STA. E. 25+29)363 #4
MUSEUM OF THE EARTH ENTRANCE
(STA. E. 25+92)
GRAND LODGE NORTH ACCESS
(STA. E. 28+65)273 #4
GRAND LODGE NORTH ACCESS
(STA. E. 28+65)
1236 TRUMANSBURG RD. DRIVEWAY
(STA. E 39+59)1094 #3
1236 TRUMANSBURG RD. DRIVEWAY
(STA. E 39+59)
SEVENTH DAY CHURCH
(STA. E 48+60)901 #4
SEVENTH DAY CHURCH
(STA. E 48+60)
BUNDY ROAD
(STA. E 56+00)740 #2
BUNDY ROAD
(STA. E 56+00)
SOUTH SIDE OF CANDLEWYCK APT.
(STA. E 62+23)623 #3
SOUTH SIDE OF CANDLEWYCK APT.
(STA. E 62+23)
1105 TRUMANSBURG RD.
(STA. E 73+25)1102 #2
1105 TRUMANSBURG RD.
(STA. E 73+25)
NORTH OF HOPKINS PLACE
(STA. E 74+00)75 #1A
NORTH OF HOPKINS PLACE
(STA. E 74+00)
1017 TRUMANSBURG RD
(STA. E 76+75)275 #1
1017 TRUMANSBURG RD
(STA. E 76+75)
1009 TRUMANSBURG RD
(STA. E 81+50)475 #1B
1009 TRUMANSBURG RD
(STA. E 81+50)
CITY LIMIT
(STA. E 83+33)183 #1A
Total 6813
Trumansburg Road/NYS Route 96 Pedestrian Corridor Study
FIGURE 4: PROPOSED ROADWAY CONDITIONS (CONT.)
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typical sidewalk with typical sidewalk with
curb - fill#2
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typical sidewalk with typical sidewalk with
curb - cut
typical sidewalk with
landscape buffer
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typical sidewalk with typical sidewalk with
existing swale
#2a
APPENDIX B
Concept Plans