Loading...
HomeMy WebLinkAbout09-18-18 Board of Public Works Meeting AgendaBPW Meeting Board of Public Works AGENDA ITEMS DATE: September 18, 2018 TIME: 6:00 pm LOCATION: 3rd Floor, City Hall, Council Chambers 108 E. Green St., Ithaca Time Topic Voting? Presenter(s) Allowed 1. Call to Order/Agenda Review No Mayor Myrick 2. Mayor's Communications No Mayor Myrick 3. Communications and Hearings from Persons No Public 5 min. Before the Board 4. Response to the Public No Commissioners 5. Reports No Various 15 min. A. Special Committees of the Board B. Council Liaison C. Board Liaisons D. Superintendent and Staff 6. New Presentations 7. Administration & Communications A. Approval of Minutes 1. May 15, 2018 2. June 19, 2018 8. Buildings, Properties, Refuse & Transit Yes Mayor Myrick 5 min. 9. Highways, Streets & Sidewalks A. W. Martin Luther King Jr. Street Driveway at 1006 No Dir. of Eng. Logue 15 min. West Seneca Street As follow-up to the Board's previous discussion, an update has been provided regarding the driveway at 1006 W. Seneca St. related to the W. MLK Jr. Street Project. B. Resolution To Amend Vehicle and Traffic Yes Dir. of Eng. Logue, 10 min. Schedules Dir. of Parking Messmer A resolution is offered related to adjusting parking along Green Street and South Cayuga Street in relation to the relocation of the intercity bus terminal to the TCAT bus area on Green Street. 10. Parking & Traffic 11. Creeks, Bridges & Parks A. Request to Reroute the Cayuga Waterfront Trail in Yes Supt. Thorne 10 min. Stewart Park for the Cayuga Sound Festival The Cayuga Sound Festival is being held in Stewart Park again this year on September 21-22. The organizers are asking to re-route the Cayuga Waterfront Trail around the festival area, like this year's Ithaca Reggae Festival. 12. Water & Sewer A. Recommendation to Release and Terminate the No Asst. Supt. Whitney 10 min. City's Sewer Line Easement along Taughannock Blvd - Resolution If you have a disability that will require special arrangements to be made in order for you to fully participate in the meeting, please contact the City Clerk at 607-274-6570 at least 48 hours before the meeting. The Board of Public Works meets on the second and fourth Mondays at 4:45 p.m. All meetings are voting meetings, opening with a public comment period. Meeting agendas are created from prior public input, Department operating, planning issues, and requests made to the Superintendent, The Board reserves the right to limit verbal comments to three minutes and to request written comments on lengthy or complex issues, This information may then be used to create committee agendas, with the speaker or author invited to attend. Time Topic Voting? Presenter(s) Allowed Please see the e-mail from Steven Agan, Esq, for information about this resolution, No CITY OF ITHACA 108 East Green Street. Suite 202 Ithaca, New York 1850-5690 OFFICE OE 11 EF CITY ENGINEER `felephone: 607/274-6530 Fax: 607;274-6587 To: Board of Public Works From: Tim Logue, Director of Engineering Date: September 12, 2018 Re: W. Martin Luther King Jr. Street driveway at 1006 West Seneca Street At your last meeting, you heard the petition from the property owner of 1006 West Seneca Street, requesting a curb cut on the West MLK/State Street side of the corner lot. The property owner stated that he would be satisfied with an ingress -only driveway. We agreed to have our design consultant prepare two drawings showing what a driveway would need to look like to accommodate two standard sized delivery vehicles, which seemed to be Mr. Pirro's primary, but not only, concern. Please find attached two drawings to this effect. WB -62, Intermediate Semi -Trailer (48'). This is a standard sized tractor trailer. The drawing shows the wheel path for a vehicle of this size entering the property from the east and the west. To accommodate this vehicle, a driveway would need to be approximately 50 feet wide at the curb line, and about 38 feet at the back of the sidewalk. For comparison purposes, a typical commercial driveway for two-way traffic would be 24 feet at the back of the sidewalk, with smaller flares at the street, usually a few extra feet on either side. Also shown on this drawing is the fact that this vehicle does not fully fit on the property. The east bound vehicle (if it does not pull forward into Seneca Street) would have the tail end of the trailer blocking about half of the sidewalk. The west bound vehicle with the trailer entirely blocking the sidewalk and projecting out into the bike lane. Any delivery ramp would extend past these locations causing further conflicts. Based on these conditions alone, I would recommend against a driveway in this location designed to accommodate this vehicle. If tractor trailers need to make deliveries to this property (and it's not entirely clear that they do), I see at least three options. First, they could approach the property owner to the south (Signworks building) to ask permission to drive clockwise around the building, just as deliveries to Ithaca Pet & Grain do, and position a vehicle on West Seneca Street facing eastbound. Second, if a tractor trailer approaches the property from the west (like from Rt 13A), the vehicle could use the right hand lane to pull forward of West Seneca Street, then back up into West Seneca Street and make 'An Equal Opportunity ILnpkver virh a commitment to workforce diversification.- deliveries from the same position. Third, though 1 would not advocate for this option, 1 believe it would be legal to approach from the west and pull off to the curbline, which will be posted for No Parking Any Time, and make a delivery from the curb. 2. SU -40 Single Unit Truck (39.5'). This shows a long box truck approaching from the west and the east. The driveway at the back of the sidewalk is more in line with a typical commercial driveway, albeit a typical two-way driveway. The curbline width to accommodate this vehicle is a little wider than typical, but not out of line with a two-way driveway. y concerns about a driveway of this width would be that it would be extre e unlikely that it would be used as an ingress -only driveway, and that people would use it as a two-way driveway. Relying on signs to indicate No Exit will not be effective without enforcement and I don't think IPD would be able to put resources toward this. Also, delivery vehicles of this length would be able to use Seneca Street and the turn around at the western end to service the property, essentially eliminating the need for the driveway in the first place. As I noted at our last eeting, the compelling reasons for e to not have a driveway a this location include: .g t c, Traff]C safety .- �Ri?tl'i approximately 15,000 �ael°r�Cles a day our,. this i �vi'i°1dGi, m` i izing points of conflict will improve safety. The design report for the MLK Corridor Enhancement project notes that the intersection of W. MLK Jr. Street with Seneca St, and Brindley St had a crash rate almost 15 times the crash rate for similar intersections across New York State. Though l don't have crash reports specific to the driveway at 1006 West Seneca Street, it is reasonable to consider that it is another conflict point in a busy and confusing intersection. Eliminating it will ake for a safer street. b) Exposure for people walking and biking along the south side of W. LK Jr. Street. One of the goals of the project was to improve conditions for people walking and biking along the corridor. Removing driveways along the corridor where feasible, will reduce the exposure to conflicts with motor vehicles and increase comfort and safety for people walking and biking. It is this side of the street hat we widened the sidewalk, too. It is a best management practice in transportation engineering to manage access along ars arterial street. For corner properties, this specifically means providing vehicular access from the side street and not the main street. Access to 1006 West Seneca Street can be accommodated on West Seneca Street. For the vast majority of vehicles, there is nearly zero difference in using West Seneca Street to access the property instead of directly from West MLK Jr. Street. I've attached a short report entitled, "Economic Impacts of Access Management." Though not all studies and treatments are comparative with this project, the overall message i that access management usually does not have the negative impact onbusines activity that might otherwise be a concern: s s d) Having a full height curb along W. MLK Jr. Street may actually provide opportunities for improvement on the property itself. For example, because of its shape, standard parking spaces are minimal. By reducing the circulation space required by a driveway curb cut, one could actually provide more parking on site. Alternatively, the reduced motor vehicle circulation space could be used for enhanced pedestrian connections with the public sidewalk,landscaping, outdoor dining/seating, or a new building. WB -62 Intermediate Semi -Trailer (48): approaching from both west and east bound directions NYNEX 132 WD 6+00 WD 9+00 468 2" PE - GAS NYSEG 15 CTL GUY 3 STORY BRICK FF=390.70' SU -40 Single Unit Truck (3905)': approaching from both west and east bound directions 2' PE - GAS NYSEG 15 CTL 3 STORY BRICK ECONOMI PACTS OF ACCESS MANAGEMENT A growing number of state and local transportation agencies are adopting regulations aimed at managing driveway access and incorporating raised medians into roadway projects in urban areas. The purpose of these actions is to reduce traffic conflicts, protect driver safety, and improve traffic flow on major roadways. Yet introducing a median or regulating driveway access on an existing roadway is often controversial. In particular, owners of abutting businesses often feel that their business will be adversely affected. Below is a synthesis of recent research on the economic impacts of access management to assist transportation agencies in responding to public questions and concerns. ec on Business Activity Several. studies were conducted in the 1990s to help ' fill the need for ore information on the potential economic effects of access management. These studies have focused largely on the potential impacts of left -turn restrictions (median projects) on business activity, although some have also addressed changes to driveway access. Due to the proprietary nature of sales information and the variety of factors that affect business activity, analysis of this issue has been difficult, Most studies have focused on business owner perceptions of impacts, before and after case examples, or generalized comparisons of business activity across corridors. Below is a summary of available studies and findings, beginning with the most recent. Kansa n 1999, the Kansas Department of Transportation studied 15 businesses that had led inverse condemnation lawsuits against the Department in the past on access related issues.' In nearly every case, the landowner had claimed that the applicable regulation, ranging from driveway consolidation to mainline relocation, would have devastating effects on their business and the highest and best use of their property. Some had been compensated for potential impacts. Each property was studied to determine if the economic impacts had in fact been realized. The study examined specific economic impact claims of the landowners, as well as "before" and "after" aerial photography of the involved parcels and roadways, and historical land uses for each parcel. In all but one of the cases either the claimant was ti l in possession of the property and operating the business, the property was being used for the same use by a different operator, or the use of the property had been upgraded. The only exception was where a mainline was relocated with two gas stations remaining on the old mainline, which was converted to a Michael Rees, Tim Orrick, and Robert Marx, "Police Power Regulation of Highway Access and Traffic Flow in the State of Kansas," presentation, 79`x' Annual Meeting of the Transportation Research Board, Washington D.C.; January 10, 2000. Prepared by Kristine M. Williams; AICP, Center for Urban Transportation Research, University of South Florida, Tampa, January 28, 2000. frontage road. In this case, drivers had to go about 2 miles out of their way to reach the frontage road and the gas stations went out of business. The results provide strong anecdotal evidence that except in extreme factual situations, changes in access or traffic patterns did not cause a change in the highest and best use of abutting properties. Texas A study of the economic impacts of left -turn restrictions was conducted for the Texas Department of Transportation in the mid-1990s. The study was intended both to identify potential impacts and to establish an assessment methodology. Researchers found that prearranged on-site interviews worked far better than telephone or mail surveys, which had very low response rates. Another suggested method was to obtain the endorsement of area Chambers of Commerce prior to approaching business owners for information. A letter of endorsement, signed by the appropriate Chamber of Commerce representative was sent to each of the business owners asking for their cooperation in the study. Due to the sensitivity of information on business activity, researchers did not ask for sales details, but for general perceptions as to whether business activity had changed over time using ranges (e.g. better/worse/same). __ Information on historical property values was obtained through the use of appraisal district computers or by purchasing CDs from private companies with this information. Key findings included the following:2 Perceptions of business owners before a median was installed were more pessimistic than what usually happened. Business owners reported no change in pass -by tra c after edian installations. Most business types (including specialty retail, fast-food restaurants and sit- down restaurants) reported increases in numbers of customers per day and gross sales, except for gasoline stations and automotive repair shops, which reported decreases in the numbers of customers per day and gross sales. Most adverse economic impacts were realized during the construction phase of the median installations. Employment within the corridors experienced upward trends overall, with some exceptions during construction phases. hen asked what factors were important to attracting customers, business owners generally ranked "accessibility to store" lower than customer service, product quality and product price, and ahead of store hours and distance to travel. 2 Eisele, W.L., W.F. Frawley, "A Methodology for Determining Economic Impacts of Raised Medians: Data Analysis on Additional Case Studies." Research Report 3904-3, Texas Transportation Institute, College Station, Texas. October 1999. Prepared by Kristine Al. Williams, AICP, Center for Urhan Transportation Research, University of South Florida, Tampa, January 28, 2000. ■ About 94% of business owners reported that their regular customers were at least as likely or more likely to continue patronizing their business after the median installation. • Along corridors where property values values stayed the same or increased, w ere studied, the vast majority of land h very few exceptions. lows A statewide study of the effects o access managementncbusiness vitality es osf conducted in Iowa in 1996.3 Before and after data were corridor case studies. Data were collected a variety Seven p�ojectf � were selected for ndary sources, a well as opinion surveys and field investigations. ore in-depth research, to illustrate the variety of project types, access management issues, and geographic situations across the state. Results indicated that: Corridors with completed access management projects performed better in terms of retail sales than the surrounding communities. Business failure rates along access managed corridors were at or below the statewide average for Iowa. Although this suggests that access management projects generally did not have an adverse effect on the majority of businesses, some businesses may have been negatively impacted. Eighty percent of businesses surveyed in Iowa along access managed corridors reported sales at least as high after the project was in place. Relatively few businesses reported sales declines associated with the access management project, although these business owners clearly felt that they were hurt by the project. The firms perceiving negative impacts were a fixture of business types. Similarly, about 80 percent of businesses reported no customer complaints about access to their businesses after project completion. Those businesses that tended to report most complaints were highly oriented toward automobile traffic. In all cases, 90-100 percent of motor surveyed had a favorable opinion of provements made to roadways that involve access management. The vast ajority of motorists thought that the improved roadways were safer and that traffic flow had improved. Florida Two studies for the Florida Depart of Transportation have addressed economic effects of median reconstruction projects. Both studies used a combination of before and after data and opinion surveys to gauge effects of the median reconstruction. The results were as follows: Iowa State Universi 1.997. Prepared by Kristine Nx Williams, AICP, Center for Urban Transportation Research, University o South Florida, Tampa, January 28, 2000. Iowa Acces anagement Research and Awareness Project: Iaxecutive`Summa NI -A survey of merchants on Oakland Park Boulevard in Ft. Lauderdale, Florida, was conducted after closure of several median openings and reconstruction of the raised median (Figure 1). Seventy -percent of the merchants indicated that the median changes had no adverse effect on truck deliveries, and over 60% perceived no change in business activity following the project. More than half of the merchants (57%)reported that they favored the median changes, and 80% of those traveling on the corridor favored the project. edian Retrofit Projects Oakland Park Boulevard I Total Merchants © Truckers 0 Customers Through Traffic Figure 1: Opinion survey following Oakland Park Boulevard median reconstruction. Source: Florida Department of Transportation, District 4, Traffic Operations. Another study was conducted in the Orlando metropolitan area of drivers and business owners affected by median' changes in 5 corridors!' The projects resulted in closure of some median openings and redesign of others to directional movements with deceleration lanes. The study involved personal surveys and relied upon attitudes toward the changes. In general, the business community had less favorable attitudes toward the project than the drivers that were surveyed. A sizeable minority of business owners surveyed (about 43%) reported that their volume of business had decreased, while the majority of business owners indicated that the value of their business was unaffected or increased (57%) and that the changes were not inconvenient to delivery trucks. These results generally indicate that median irojects have little overall adverse impact on business activity. Although some business report increases in sales and o rQport decreases. the majority of businesses report no change in business vey, Harris and Walls,"Districtwide Median Evaluation Technical Memorandum: Corridor Land Use, Development & Driver/Business Survey Analysis," prepared for FDOT District 5, 1995. Prepared by Kristine M. Williams, AICP, Cent or Urban Transportation Research, University ofSout Florida, Tampa, January 28, 2000. activity following a median project. Destination type businesses, such as certain restaurants and specialty stores, appear less sensitive to access changes than businesses that rely primarily on pass -by traffic, such as gas stations or convenience stores. In addition, because the likelihood of left -turns into a business declines as opposing traffic volumes increase, medians or other access changes will have less effect on the frequency of left turns into businesses on high volume roadways o during peak travel periods. Although medians do not appear to have a significant adverse economic impact on corridor businesses, such projects' do tend to invoke anxiety among affected business owners. One solution is direct and meaningful involvement of affected businesses in median issues. A Florida study of public involve ment in median projects found that Florida Department of Transportation District offices with a public involvement process for median projects had fewer administrative hearings and reported greater success in achieving their access management objectives than other Districts.5 Such success was attributed to a fair and open process for responding to public concerns, including early public involvement in design decisions, as well as an open house meeting format, to provide a more personal atmosphere. Although several studies have attempted to assess the potential economic effects o eft turn restrictions, none have systematically examined the potential long-term' economic benefits of access improvements. Poorly designed vehicular access not only adversely imp acts the character and efficiency of a corridor, but also its economic vitality over time. Property values that have increased rapidly during" commercial development tend to decline after the area is built out, if the character and efficiency of the corridor has been damaged in the process. The end result is a pattern of disinvestment as successful businesses choose other, higher quality locations. This s exemplified by the growing number of older commercial strips across the country that are - now experiencing economic decline. Further research is needed to document these trends in property values over time. 1: Williams, "Public Involvement in Median Projects," Proceedings of the Urban street Symposium, Transportation Research Board, Dallas, TX, 1999. See als o: Public Involvement Handbook for Median Projects, Center for Urban Transportation Research, University of South Florida, Tampa, 1994 (available a www.cutr.eng.usf. edu. ) Prepared by Kristine M, Williams; AICP, Center for Urban Transportation Research, University of South Florida; Tampa, January 28, 2000. 8B. Resolution To Amend Vehicle and Traffic Schedules HEREAS, the Board of Public Works is authorized by Section 346-4 of the City Code to adopt and to amend a system of Schedules in order to administer the Vehicle and Traffic Law, and HEREAS, Common Council has approved the relocation of inter -city bus operations from its current operation at 710 W State Street to 131/201 E Green Street, the parking and engineering office have made the following changes to parking designation to accommodate this change. RES©LVED, That the Bo rd of Public Works hereby adopts the a end ents below Schedule XXVII: Parking Meter Zones. In accordance with the provisions of §346-77, the following described locations are hereby designated for 2 "Hour Parking, 9:00 AM to 6:00 PM Monday Through Friday: est Green Street (North Side), Cayuga Street to Albany Street est Green Street (South Side), Albany Street to 150 feet west of Cayuga S ee Schedule XIV No Standing. In accordance with the provisions o §346-46, he folio ng described locations are hereby designated for No Standing Anytime: est Green Street (South Side), Cayuga 5 ree to 150 feet west of Cayuga S ee East Green Street (South Side), Cayuga Street to Tioga Street Schedule XVII: Time i Parking. In accordance with the provisions of §346-68, he ollo ng described locations are hereby designated for 2 Hour Parking: Cayuga Street (West Side), Cascadilla Street to 150 feet north of Clinton Street Cayuga Street (East Side), Cascadilla Street to Green Street Cayuga Street (East Side), Clinton Street to 250 feet south of Green Street In accordance with the provisions of §346-68, the follo ing described locations are hereby designated for 15 Minute Parking: Cayuga Street (East Side) fro Green Street to 250 feet south of Green Street East Green Street (North Side), From a point 280 feet east of Cayuga Street to Tioga Stree Page 0 11A. A . oval of the Ca u a Sound Festival Re uest to Close Stewart Park to Vehicular Traffic and to Temporarily Re -Route the Cayuga Waterfront Trail within the Park — Resolution HEREAS, a new ticketed Cayuga Sound Festival will be held in Stewart Park on Septe ber 21-22, 2018, with surplus proceeds going to local non-profit organizations, and HEREAS, event organizers have requested to close the Stewart Park to public vehicular raffic, to fence off the festival area (approximately the western half of the park), and to reroute he Cayuga Waterfront Trail, and HEREAS, the City of Ithaca Special Events committee is reviewing this festival and moving toward approvals and has requested that the BPW approve the request to use the park, and HEREAS, the Board of Public Works discussed the Cayuga Sound requests on September 8, 2018, including the Festival's plans to manage traffic, pedestrian and bicycle access, and emergency vehicle access, now therefore be it RESOLVED, That the Board of Public Works hereby approves the closure of Stewart Park to vehicular access on Saturday, September 2151 beginning at 12:00 p.m. through midnight the evening of September 22nd, including the temporary rerouting of the Cayuga Waterfront Trail. Page 4 of Ka h Servoss From: Sent: To: Cc: Subject: Attach ents: Dan Smalls <dan@dspshows.com> Tuesday, August 21, 2018 1:41 PM Kathy Servoss Sarah Eichhorn BPW request CS Map"2:pdf Categories: ; BP Dear Ithaca Board of Public Works / Kathy Servoss i am writing on behalf of DSP Shows, the producers of the Cayuga Sound Festival that is taking place in Stewart Park on Friday and Saturday, September 21-22 We have already submitted the Phase Two special events application and been approved, and wanted to formally request the closing of the park to vehicular traffic for 9/21 at 12PM through midnight on 9/22. We expect a crowd of over 4000 total for the two day event. Safety is our number one concern and that is the main reason for this request. With crowds this large, we'd like to control what vehicles can be in the park those days. Our plans are significantly larger for transportation and are described below. As some background here, DSP is the promoter of the Ommegang Brewery Summer Concert Series, where we have extensive experience in hosting large scale shows with an upwards of 7,000 guests, We put on 6-8 shows per summer at the same capacity of Cayuga Sound or higher. As 1 mentioned above, safetyis our number one priority. By closing the park to local vehicular traffic, we will be able to better ensure the safety of our patrons and the general public given the high amount of foot traffic at the venue. There will be buses dropping people off from parking in satellite locations at the main park entrance and in the park itself. There will be 12 bands coming and going in tour buses and sprinter vans. We have rented the large and small pavilion to use for artist green rooms and will be shuttling them from these pavilions to the backstage areas back by the boathouse. In addition, we would also like to use parking within the venue for handicap spots, event staff, and a handful of VIP guests. As you will see on the attached map, we are hoping to divert the waterfront trail (same as last year) in order to keep it open to the public and keep folks from having to travel through the concert grounds which will be fenced. We will have volunteers and parking attendants to personally direct the folks to the diversion in addition to all the signage we used to mark the diversion, Around the perimeter of the venue there will be a 6 foot high temporary chainlink fence, along with bike fence and barricade to separate backstage from the front of house. There will be accessibility for firetrucks and ambulances throughout the entire venue. The professional security that we have hired will include over 30 guards, 3 teams of 2 police at all times with sheriffs in the state roads. We have hired Bangs Ambulance, which will have a staffed EMT tent and ambulances on site. Inside the "venue" will be various tents for food and beverage, 10 local non -profits who are benefitting directly from any event proceeds, food trucks, merchandise areas etc. We have worked with TCAT to provide shuttles from downtown tots and a satellite location at the Shops at Ithaca "Mail We've contracted 8-10 more buses just for the :out" when the concert ends around 10PM to have even more options and a smother transition. There will be upwards of 20 crank tower lights to keep the venue safe and well lit at night. We've also secured all the parking at the Ithaca Central schools nearby and will have there to help park and direct patrons. We will have the Finger Lakes Cycling Club doing a bike vale service and will be encouraging families to come by bike along the trail. Thanks and looking fo and to seeing you at the next eeting. Dan Smalls dan@dspshows.corr dspshows.com 607180.2900 2A. Recommendation to Release and Terminate the Citv's Sewer Line Easement along Taughannock Blvd -Resolution HEREAS, presently before the Board of PublicWorks is a proposal requesting that the City release its rights to an easement encumbering the premises of 323 Taughannock Blvd recorded by deed dated March 12, 1896, and recorded in the Tompkins County Clerk's Office` on March 17, 1896, in Liber 145 of Deeds of Page 53, and by easement conveyed by Right of Way Agreement for Sewer Purposes recorded in the Tompkins County Clerk's Office on February 16, 1960, in Liber 425 of Deeds of Page 327 (hereinafter collectively, the "Easements"); and HEREAS, 323T, LLC, the property owner of 323 Taughannock Blvd, tax ap parcel 58-3-1 has requested that the City release its rights to such Easements; and WHEREAS, the sewer lines described in the Easements are no longer necessa and have been abandoned by the City, and City staff are supportive of releasing the Easements; and HEREAS in consideration for the City's release of the Easements o li it ed value to the City, 323T, LLC has offered $2,500; and now, therefore, be it RESOLVED, that the Board finds that the above-described City Ease en are surplus for municipal purposes, and be it further RESOLVED, that the Board recommends that Co on Council authorize the Mayor to complete the easement release. Pageof Kathy Se oss Fro Sent: To: Subject• Ari, Krin Flaherty Thursday, September 06, 2018 1 Krin Flaherty W: 323 Taughannock Blvd F AM e represent 323T, LLC the owner of 323 Taughannock Blvd in the City of Ithaca.' The property is identified as City of Ithaca Tax map No. 58-3-1. The property has site plan approval that was obtained by Steve Flash who is a part owner of 323T. The plan of development is to demolish the existing building on the property and the a new apartment building. The abstract of title contains the two attached sewer easements which are located in the southerly part of the property. It appears that the sewer easement recorded in Liber 145 at page 534 was replaced with the easement recorded in Liber 425 at page 327 and that the sewer line which is the subject of the easements has been abandoned. l have attached an expandable survey map of the property and a reduced map which is highlighted to show the location of the abandoned sewer line and the location of the replacement sewer line on the City owned property to the immediate north. My understanding is that the abandoned sewer line on the 323T property was previously used as a main line across the canal inlet and that it was abandoned and relocated to the City owned property to the immediate north of 323 Taughannock Blvd in the location depicted on the attached survey map. Please confirm with Public works that the sewer line described above that was previously located on the 323T property is abandoned and that the easements associated therewith are no longer necessary and have been abandoned. I would like to have the easements terminated of record in order to accommodate our client's development of the property in accordance with the site plan. Please let me know if you have any questions or are in need of additional information. Steven E. Agan, Esq. Sayles & Evans One West Church Street Elmira, NY 14901 Tel: (607) 734-2271 Fax: (607) 734-1754 Sayles & Evans Confidentiality Notice: This electronic transmission may contain information that is confidential or privileged. If you are not the intended recipient or you believe you have received this transmission in error, please be aware that any reliance on or disclosure, copying, distribution, or use of the contents of this transmission is prohibited. If you have received this transmission in error, please notify us by telephone at (607)734-2271 or by reply email. Thank you.