The URL can be used to link to this page

Home My WebLink About01-15-19 Board of Public Works Meeting AgendaDATE: January 15, 2019 W Meeting TIME: 6:00 pm LOCATION: 3r1 Floor, Board of Public Works City Hall, Council Chambers 108 E. Green St., Ithaca Time Topic Votina? Prnannfnrh Eio ad 1® all to Order/Agenda Review No Mayor Myrick 3. Communications and Hearings from Perso Before the Board I ® Reports A. Special Committees of the Board B. Council Liaison C. Board Liaisons D. Superintendent and to No Mayor Myrick No Public 5 min. No Commissioners No Various 15 min. ® Administration & Communications A. City of Ithaca's Sexual Harassment Policy No Mayor Myrick 5 min. The City's policy was recently updated; members of the boards and committees are being asked to sign an acknowledgement form stating they received the new policy. 9. Highways, Streets & Sidewalks A. Hudson Street/Hillview Place Intersection No Dir. of Eng. Logue 10 min. Evaluation A study has been conducted regarding the traffic at this intersection, per the Board's request B. South Aurora Street Sidewalk Alignment — Yes Dir. of Eng. Logue 5 min. Resolution A resolution is offered for consideration, per the Board's discussion in December. 10. Parking &Traffic A. Resolution to Grant Hardship for 304 and 304A Yes Dir. of Parking 10 min. Mitchell Street for the Residential Parking Permit Messmer System A hardship request has been submitted for an RPPS permit. 11. Creeks, Bridges & Parks A. 221 South Geneva Street Water Account Yes Asst. Supt. Whitney 5 min. Resolution Per the Board's discussion, a resolution is provided approving the request to remove the penalties for this bill. 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 607-274-6510 at least 48 hours before the meetin 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? PresenteK(s) Allowed B. Appeal of Water and Sewer Bills from Tiny No Asst. Supt. Whitney 15 in. Timbers, LLC Please see the enclosed request for a reduction of charges for the installation of water and sewer lines. 13. New Business No 14. Adjournment Yes Date: January 10, 2019 Hudson treet / Hillview Place Intersection Evaluation Evaluated by Kent Johnson, Assistant Transportation Engineer and Eric Hathaway, Transportation Engineer Summary of issue: requestOne Traffic Calming Program request expressed community concern for pedestrians crossing and side street delay at the Hudson Street/Hillview Place intersection. The .- -r that converting• to Ii could improve the • r rr signs are not recommended ■ devices,rr controlr + conceivably be an appropriate design at this locationand, therefore, way stop warrant analysis has been conducted. Additionally, evaluations were performed to evaluate the existing speed limit, the appropriatepedestrian crossing- p intersectiongeometry.r goal of r address the expressed concern-•« r pedestrian safety. Conditions:Existing Hudson Streetr.n Cri rr' street on - r- r functional classification system + is posted with a 30 MPH speed limit; immediately southof • n a 15 MPH school speed limit is in effect 7AM-6PM on school days. Traffic counts from 2017 and 2018 indicate that the average daily traffic (ADT) is approximately 5,500 vehicles . (abouti r p- r. rri - r- p--+ about schoolwhen the + limit is in effect). The morning peak -hour volumeabout 360 vph and the afternoon peak -hour is about 530 vph. Hudson St. is served by TCAT route I I which passes through the Hudson/Hillview intersection (both ways) 56 times per day with slightly less service on at the Hudson/Columbia intersec classificationHillview Place is also an 'Urban Collector' street on the federal -aid functional and is posted with a 30 MPH speed limit; a 15 MPH schoolspeed limit is in effect 7AM-6PM on rr days.Recent traffic countdata is notavailable, p based on rrp traffic countr imovement volumer to be around 010ii1` vpd. Turning movement• r + . typical1 of ,r• i •1 vehicles/hour alongand about 4 1-pedestrians/hour crossing Hudson Street. A stop sign is present at the end of Hillview I' Hudson East of the Hudson/Hillview intersection is a private di-i'veway/street named Renzetti Place and the adjacent South Hill Recreation Way multi -use trail. J:\TRAFFIC\Studies\stop signs\Husdon and illview\All-way stop analysis for Hudson-Hillview Updated StudyIdoc R�M I-Ogyrruye—c'07, i ira ic calming request• i•childreni warningthe engineering office evaluated the entire school zone of the South Hill Elementary School and upgraded pedestrian and school speed limit signs at 25 locations throughout the school zone on Hudson Street, Aurora Street, Hillview Place and Columbia Street in May of 2018. At the intersection of Hillview Place and Hudson Street, two pedestrian signs were placed . crosswalk as part of this effort. This location is on a primary emergency response route (Hudson Street) as identified by the Ithaca Fire Department, so speed humps or raised crosswalks are not an acceptable treatment on Hudson Street. The slope of the roadway is also in excess of 8 percent, which is another reason that vertical speed calming measures are not appropriate here. In the Spring of 2019, once conditions are appropriate for painting, it is recommended that an edge line be painted on the northbound Hudson Street approach to Hillview Place to visually narrowroadway. f curb width is abouttoday,• . Speed Pedestrian In addition to the pedestrian warning signage mentioned above, the engineering department r- • •... placement of pedestrian warning sign on northbound/southbound approaches on a trial basis. The signs will only be in place during times of plows • not permanently affixed to the pavement. Sometimes these signs are struck by vehicles, so this can be monitored, once placed. If ICSD were willing to maintain the signs during the school year, it would likely enhance the utility of + Vrossing We contacted the individuals within the City that coordinate the school crossing guard program regarding whether a crossing guard could be posted at this location. At the present shortLcrossingguar/ cover residents or ICSD would like to see a crossing guard at this location, they can contact Peter Messmer, Director of Parking to discuss possibilities. It should be noted that J:\TRAFFIC\Studies\stop signs\Husdon and Hillview\All-way stop analysis for Hudson- illview Updated Study2.doc students do have the option of crossing the street where there is a crossing guard posted further south by Crescent Place or at the all -way stop intersection of Hudson Street/Columbia Street. Intersection e ry Enhancements (Sidewalk r r ); After completing the traffic calming evaluation and speed limit analysis, the engineering office began• of • geometry, especially•, pedestrian crossings.r of office visited the site and crossed roadway at the existing crosswalkduring peak and non -peak travelto experience concernsthe f -1 by •residents. Other pedestrians observed 1 to cross• to see if drivers would yield to them and if they experienced zignificant delay. In general, lowpedestrian delay observed. H•unique crossingthat the existing provides access t• the South Hill Recreational Trail,• we looked at how• • 1 be changed to make pedestrians • - conspicuous as they cross the intersection to enhance pedestrian safety and reduce delay by encouraging vehicle yielding. f.f. • • f k3i me intersection •the . driveway access onto •. Placeto a perpendicular! r intersection,oriented north/south across Hillview Place. The crosswalk is oriented diagonally across the -•uires a longer crossing distance than a perpendicular crosswalk. (See Attachment 'IT'c believe that an improved alignment would be to move the crosswalk south to create —a perpendicular crossing at the existing trail access point (see Attachment 2). This would reduce • g distance for pedestrians f by about or •. percent. currently a i cut at the trail entrance that the Townof f access the trail for maintenance purposes. • • modifying the existing trail access to make it an ADA compliant curb ramp that can also be used by the Town for trail access. A similar design was constructed recently at the Hudson Street intersection with the South Hill Recreation Trail at Coddington• r We have confirmed with the Town1 • rks Department • r • improve their access to the trail. ` corresponding ramp would be built directly acrossHudson ..HighwayCapacity expected to - - pedestrian delay by i; seconds per pedestrian. • ssing is moved further south, placing a stop sign on the northbound approach would be more J:\TRAFFIC\Studies\stop signs\Husdon and Hillview\All-way stop analysis for Hudson-Hillview Updated StudyIdoc difficult, as the sign would be spaced farther away from the intersection than is typical and could lead to confusion. A second enhancement that could be constructed at the intersection is to create an ADA compliant crossing on the north leg of the intersection, where there are currently no crosswalks or curb ramps. Establishment of a crossing here would provide more options for pedestrians crossing the intersection and make the intersection more visible for vehicles approaching from the north. There is an opportunity to create a bulbout at the northwest corner of the intersection, as parking is restricted at this location already. This could serve to shorten the pedestrian crossing distance, encourage low speeds and encourage side street traffic to pull up even further when approaching the intersection for maximum visibility. The most appropriate way to accomplish these two enhanced crossings would be through the City Sidewalk Program, as the crossings are primarily pedestrian enhancements, not traffic calming. Residents have also mentioned concerns about the sidewalk alignment in the vicinity of this intersection, so the sidewalk program could evaluate one design that would maximize the separation of the sidewalk and tie into the intersection improvements. The traffic calming program could partner by contributing funds towards the bulbout, if determined feasible. I would encourage the residents to request this site be included in the sidewalk program construction schedule. Stop Sign Warrant: A stop sign warrant was conducted at this intersection per standard Manual of Uniform Traffic Control Devices (MUTCD) procedures and is included in Attachment 3. When warranted, all -way stop intersections can be an effective way of assigning right-of-way at intersections. However, we want to encourage the Board of Public Works and the local residents to read the article included in Attachment 4 describing the dangers of installing all -way stop intersections and traffic signals where they do not meet MUTCD warrants. The article can also be found at this link (_t s://nyicestreetsblo .org/2011/04/26/to-Zet- safer-streets-trafficzaghLs-and-sto -si ns-arent-the-answerl). The following quote is from the article and is in reference to using stop signs as a traffic calming measure: Reid Ewing, a professor at the University of Utah, literally wrote the book on traffic calming — the Institute of Transportation Engineers' Traffic Calming: State of the Practice. "They're good for traffic control," said Ewing of stop signs and traffic lights. "They're not so good for traffic calming." In other words, they JATRAFFIC\Studieslstop signs\Husdon and Hillview\All-way stop analysis for Hudson-Hillview Updated StudyIdoc help make traffic flow in a more orderly fashion, but not necessarily in a safer one. f of panned stop signscontinued "They don't do a lot for speeding, because there's a tendency for drivers to make up for the lost time." That can lead to increased speeds midblock. This idea is corroborated by f': • ^ local resident/: • us about the intersection. This individual noted that drivers approaching the intersection from the south during school hours appear to be trying to make up for lost time when they are stopped by the crossing guard at the intersection of Crescent/Hudson. By another stop + •4 • • • d to make f lost time mid -block. Making drivers stop two times in 320 feet (Columbia, Hillview) and potentially800 feet (Columbia,andcould result in number There is not a history of crashes that appear to be correctable by installation of an all -way stop condition. Angle crashes• • 1 of 1_ improved by installationf;l +however,f been recorded 1 period from 2008-2017. For this reason, engineering principles would not suggest that installation of an all -way stop would provide a traffic calming effect or improve safety. There is good reason to believe that crash rates would increase by conversion of the intersection to all -way stop. A synthesis of research on installation of stop signs has concluded that unwarranted stop signs can decrease pedestrian safety, especially for small children. This phenomenon is attributed to pedestrians anticipating that vehicles will stop, but drivers have gotten used to running the "unnecessary" stop sign. J:\TRAFFIC\Studies\stop signs\Husdon and Hillview\All-way stop analysis for Hudson-Hillview Updated StudyIdoc We conducted a software simulation of the intersection representing the weekday afternoon peak travel time. The simulation showed an increase in 1.4 gallons of fuel consumption during this time period under an all -way stop condition compared to ,two- way •r condition. This increase is likely related to the increased fuel demand required for over i per • to stop and accelerate on • •n Street. Considering the afternoon peak hour- up about 1percent of on • the amount of increased fuel usage on a weekday is estimated at 14 gallons, or 3,600 gallons per on - •.ys alone. This is an importanta • •- i of adding stop conditions. In addition to increased fuel usageand emissions,r• signs wouldbe expected to noiseincrease • due to increased vehicle braking and • Street Lighting Considerations: Street lighting can have a significant effect on r of pedestrians + intersection. Our experience crossing the intersection during the afternoon peak time in December was that vehicle yielding decreased as conditions became dark around 5 PM. It is recommended pedestrian lighting be • as part of •redesign efforti •h the sidewalk program. Based on - above factorsand considerations,and numerousr • wing modifications are suggested in the vicinity of the Hudson/Hillview intersection: * Change speed limit from 30 mph to 25 mph during non -school hours (traffic calming program) Stripe an edge line on the northbound approach to the intersection to visually narrow the approach (traffic calming program) * Place in -street pedestrian crossing sign on approach to intersection (traffic calming program) * Modify street markings north of the intersection to provide more efficient parking and enhance sight distance (work order) * Relocate existing crosswalk to align with the entrance to the South Hill Recreation Frail. Construct two new curb ramps (Sidewalk Program) J:\TRAFFIC:\Studies\stop signs\Husdon and Hillview\All-way stop analysis for Hudson-Hillview Updated StudyIdoc construct* Design and • ramps (bulbouton • • and crosswalkI norththe of •n. (Sidewalk Program) * Further analysis of pedestrian lighting needs at this location, perhaps coordination with the pedestrian redesign (sidewalk program) J:\TRAFFIC\Studies\stop signs\Husdon and illview\All-way stop analysis for Hudson-Hillview Updated StudyIdoc mmmm=�� J:\TRAFFIC\Studies\stop signs\Husdon and HillviewWl-way stop analysis for Hudson-Hillview Updated Study2.doc J:ITRAFFIC1Studieslstop signslHusdon and Hillview1All-way stop analysis for Hudson-Hillview Updated Study2.doc Attachment 2: Conceptual Intersection Geometry Changes J:\TRAFFIC\Studies\stop signs\Husdon and HillviewUll-way stop analysis for Hudson-Hillview Updated Study2.doc 7:\TRAFFIC\Studies\stop signs\Husdon and Hillview1All-way stop analysis for Hudson-Hillview Updated Study2.doc The Manual of UniformControl !1 provides sui i control The City of Ithaca is not considering the installation of a traffic signal at this location; this criteria does not apply. B. Five or morereported crashes in a 12-month period that are susceptibleto correction by a multi -way r installation. Such crashes include right -turn collisionsand left -turn collisions. A search was conducted via NYSDOT's ALIS (Accident LocationInformation database • reported collisions in the Hudson/Hillview• vicinity over - past three years1 2018). database contained the following 6/29/15 — A vehicle rear -ended another vehicle on the Hillview Place stop sign approach Y the Hudson/Hillviewr r 7/31/16 — A vehicle traveling along Hudson St. collided with a utility pole. No injuries. 9/9/16 — A vehicle traveling along Hudson St. collided with an animal. No injuries. T'None of these crashes fit the typical characteristics of a crash that would be prevented by installation• •r condition. A concernadding ri condition is that it could i crashes, such as the r i above on the stop-signa • approach Hudson Street. volumeC. Minimum volumes: 1. The vehicular tmajor approaches (total of bothapproaches) hour for any 8 hours of an average day; and J:\TRAFFIC\Studies\stop signs\Husdon and Hillview\All-way stop analysis for Hudson-illview Updated StudyIdoc Yes, typically, the volumes along Hudson St. meet this threshold. Weekday volumes from 7 AM to 6 PM generally range from 250 to over 550. 2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor street approaches (total of both approaches) averages at least 200 units per hour for the same 8 hours, with an average delay to minor -street vehicular traffic of at least 30 seconds per vehicle during the highest hour; but No, this threshold is not met for the minor approach during any observed hour. The combined pedestrian and vehicle volumes are between approximately 30-70 per hour during the six hours observed. The calculated peak hour (5-6 PM) average delay for Hillview Place is under 13 seconds/vehicle. 3. If the 85th-percentile approach speed of the major -street traffic exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the values provided in Items I and 2. No, this threshold is not met. Measured 85" percentile speeds were 24 mites per hour. D. "h7here no single criterion is satisfied, but where Criteria B, C.1, and C.2 al all satisfied to 80 percent of the minimum values. Criterion C.3 is exclude from this condition. B. Need to control vehicle/pedestrian conflicts near locations that generate hi pedestrian volumes. i The turning movement counts conducted counted at total of 22 pedestrians crossing Hudson St. over a 6 hour period (which averages about 4 people every hour). For comparison purposes, a recent all -way stop warrant at the intersection of Cayuga Street and Cascadilla Street observed 72 pedestrians crossing Cayuga Street in a single hour. J:\TRAFFIC\Studies\stop signs\Husdon and Hillview\All-way stop analysis for Hudson-Hillview Updated StudyIdoc Locations where a road user, after stopping, p is not able 1negotiate the intersectiong cross=1 to stop. Currently, Hillview Place traffic must come to a stop at Hudsonr) parking is present along • of r i majorityOn-street parking reduces sight distance, however, it also typically has a traff ff calming effect. The of observed on the Hillview approach inti the crosswalkbefore proceeding r the intersection. visiblevehicle to northbound and southbound vehicles on r • react r slow or •r if needed,i" street vehicle enters Huds• r ri r i r`grade,`• their required i1 ■ • •` r • • -ir percentile speed of 24 miles per hour. distanceThe on -street parking is restricted for approximately 55 feet south of the intersection, which is well over the typical 20 feet restriction. Sight distance south of the intersection extends well beyond the required stopping sight distance requirements, as there is no on -street parking and trees are adequately spaced. If sight •'. adequate for vehiclesr wouldangle crashes be i r however, nonereported in the 10 year period between 2008 and 2017. environmentOverall, the sightlines for Hillview Place appear standard for the urban • adequate for• • users to reasonably Degotiate the intersection. One sight distance enhancement is proposed, addition i the reduced speed ■ site visit ; • • • r. ■ sign located in frontof i Hudson Place can be • r approximately r feet southfrom intersection) without losing any passenger car parking capacity. D. An intersection of two residential 1(through) streets similar design contrIl would improve operational characteristics of the intersectio-c. This i ri i ri • i 1 • „! J.\TRAFFIC\Studies\stop signs\Husdon and illview\All-way stop analysis for Hudson-Hillview Updated StudyIdoc J:\TRAFFIC\Studies\stop signs\Husdon and Hillview\All-way stop analysis for Hudson-Hillview Updated Study2.doc Attachment 4: Article Regarding All -Way Stops and Traffic Signals As Trafflc Calming Devices J:VI'RAFFIC\Studies\stop signs\Husdon and Hillview\All-way stop analysis for Hudson-Hillview Updated Study2.doc To Get Safer Streets, Traffic Lights and Stop Signs Aren't the Answer * By Noah Kazis the addition of pedestrian refuge islands and bike lanes narrowed Brooklyn's Vanderbilt Avenue, slowing down speeding traffic and improving safety through changes to street geometry. When faced with the question of how to fix a dangerous street, the first instinct of many New Yorkers is to call for the most familiar symbols of regulating cars: the stop sign and the traffic light. Nothing, they think, could more effectively force dangerous drivers to stop speeding through their neighborhood than these familiar red symbols. Just this month a community group in Manhattan Beach, Brooklyn asked the city to remove a bike lane and zebra stripes from Oriental Boulevard — measures that have a real traffic - calming effect — and add a new traffic signal where the road intersects with Falmouth Street. But stop signs and traffic signals are usually ineffective, even counterproductive, if the goal is to make streets safer. Sometimes, the demand for traffic control devices is driven by good intentions, as when City Council Member Karen Koslowitz urge the city last year to stop treating Queens Boulevard "like it's a highway" and instead make it a "pedestrian -crossing street." Koslowitz was calling for a new traffic light at the intersection of Queens Boulevard and 80th Road. J:\TRAFFIC\Studies\stop signs\Husdon and illview\All-way stop analysis for Hudson-Hillview Updated StudyIdoc Residents of Manhattan Beach know they have a speeding problem, but some mistakenly think that replacing this bike lane with new traffic signals will solve it. Photo: ##http://www.gaptaingwerty. com/2010/03/manhattan-beach-re-visited.html##Qaptain Qwerty## Other times, it's part of an attack on more effective traffic calming measures. During Dov Hikind's e is tirade against NYC DOT at a Brooklyn Community Board 12 hearing last December, the assembly member contrasted the construction of pedestrian refuges on Fort Hamilton Parkway with his long campaign to get a traffic light installed elsewhere in his district. "You know, because you live there, you know how dangerous that corner is. I had a situation on East 4th and M, where people died, and the Department of Transportation turned down the traffic device four times," said Hikind. Eventually he prevailed and a traffic light was installed at the location. These fights — which local politicians apparently relish — can last years. Together, Peter Vallone Sr. and Jr. ou ht fora traffic si nal at 21 st Street and 30th Drive in Astoria for 41 years before a light was installed in 2008. Requests for stop signs or traffic lights are so common that the City Council recently ease a law requiring DOT to explain to community boards and Council members why it rejects them. Each case is different, but in the aggregate, the reason traffic control devices aren't installed more frequently is quite simple: They tend to make streets less safe, not more. Reid Ewing, a professor at the University of Utah, literally wrote the book on traffic calming — the Institute of Transportation Engineers' Traffic Calming: State of the Practice. "They're good for traffic control," said Ewing of stop signs and traffic lights. "They're not so good for traffic calming." In other words, they help make traffic flow in a more orderly fashion, but not necessarily in a safer one. "We kind of panned stop signs as a traffic calming measure," continued Ewing. "They don't do a lot for speeding, because there's a tendency for drivers to make up for the lost time." That can lead to increased speeds midblock. Ewing did say that with enough stop signs, drivers will avoid a street aitogether, reducing the number of cars but not the danger of each one. J:\TRAFFIC\Studies\stop signs\Husdon and Hillview\All-way stop analysis for Hudson-Hillview Updated StudyIdoc 6 This Queens Boulevard intersection, circa 2001, has plenty of traffic signals, but that doesn't mean it was safe. Signal retiming helped some, but a major change to the street geometry would do more. Photo: ##http://www.angelfire.com/ny4/expwy/qb/Phgbgrand.htm##Jeff Saltzman## Sam Schwartz, the former New York City Traffic Commissioner, explained another problem with using stop signs as traffic calming devices. Schwartz said that if a stop sign doesn't seem to belong in a location, some drivers will ignore it. "It may result in people crossing thinking they're fully protected, when some driver thinks a stop sign doesn't belong there and drives right through," he said. "Putting the wrong traffic control device in can be a mistake, sometimes a fatal mistake." Similar problems arise if you install a traffic light where it doesn't belong. "You'll find the side street speeds actually increase," said Schwartz. "When cars see the green light, they may floor it." Schwartz recalled a study he worked on while at DOT. A number of traffic signals that did not meet federal guidelines had been installed when local residents demanded them. "Statistically, crashes went up when traffic signals were introduced as a result of political pressure rather than the warrant," said Schwartz. According to that report's executive summary, crashes rose by 65 percent where unwarranted signals were installed. In limited situations, however, retiming the signals at existing traffic lights can improve traffic safety. "Traffic signals can be timed in those few cases where you have the right spacing for a slow progression," explained Ewing, who cautioned that "you have to have very special conditions where the signals are spaced just right." Schwartz pointed to Queens Boulevard, where he said signal retiming has helped pedestrians make it across the so-called Boulevard of Death. "It can work," he said. Even on Queens Boulevard, though, Schwartz said a change to the design to the street's geometry would have been preferable. Signal retiming also carries drawbacks like potentially increased traffic congestion and more rear -end crashes, said Schwartz. J:\TRAFFIC\Studies\stop signs\Husdon and Hillview\All-way stop analysis for Hudson-Hillview Updated StudyIdoc Neckdowns, like this jumbo -sized one at the corner of Smith and Bergen, narrow pedestrian crossing distances, force drivers to turn more carefully, and send visual cues to slow down, providing real traffic calming and safety benefits. Photo: ##http://www.streetsblog.org/2009/08/28/now-thats-what-i-call-a-neekdown/ #Ben Fried## NYC DOT posts similar reasoning on !hLfAQ section of its website. "In some areas where speeding is a problem, residents believe that a traffic signal is needed to address the speeding problem. In fact, traffic signals sometimes result in greater speeds as drivers accelerate to try to get through the signal before it turns red." With regards to stop signs, DOT writes, "Studies made in many parts of the country show that there is a high incidence of intentional violations where stop signs are installed as `nuisances' or `speed breakers.' While speed is reduced in the immediate vicinity of the `nuisance' stop signs, speeds are actually higher between intersections than they would have been if those signs had not been installed." Instead of stop signs and traffic signals, street safety advocates suggest physically altering the street to slow down traffic. "Because traffic signals and stop signs are not self -enforcing — they don't come with a physical component that requires drivers to slow down — they can easily be ignored by drivers, especially if there isn't visible enforcement by the police," said Transportation Alternatives safety campaign director Lindsey Ganson. "Traffic can be calmed and pedestrian safety improved with other treatments, like speed humps or curb extensions, that are physically self -enforcing, treatments that force drivers to regulate their traveling speed." Acknowledging that many concerned citizens will nevertheless request stop signs or traffic signals, Ganson said that "when communities request safety improvements from the DOT it is most important to emphasize the problem and the overall need for safety improvements rather than request a specific solution." JATRAFF1C1Studieslstop signs\Husdon and Hillview1All-way stop analysis for Hudson-Hillview Updated StudyIdoc 0 : 0 1 A 0 - " T M- 1; M "- IT M ": M R. T ".. 'ITHEREAS, the City of Ithaca Common Council passed a resolution on November 7, 2018 allocating up to $386,583 of NYS administered Community Development Block Grants (CDB for the South Aurora St. Sidewalk Extension; and WHEREAS, the Board of Public Works completed the Environmental Review for this project 0 May 15, 2018 which resulted in findings that the project will result in no significant impact on the environment and issuance of no negative declaration; and WHEREAS, the Board of Public Works discussed the South Aurora St. Project at the December 18, 2018 and the Engineering staff recommendations were presented to proceed with new sidewalk construction on the east side of the street in 2019; now, therefore, be it RESOLVED, That the Board of Public Works approves that a continuous sidewalk be constructed along the east side of South Aurora Street, and if funds are available, also the west side; under the supervision and direction of the Superintendent of Public Works. 10A. Resolution to Grant Hardship for 304 and 304A Mitchell Street for the Residential Parking Permit System WHEREAS, the Board of Public Works (BPW) has promulgated regulations, adopted June 9, 2004, for implementation of the Residential Parking Permit System (RPPS), which was established by Common Council on May 6, 1998 after an act of the New York State Legislature, and WHEREAS, in accordance with Section 260-4 of the City Code and in accordance with the BPW regulations, the BPW may grant hardship requests, and WHEREAS, 304 Mitchell Street is on a street within the residential Parking Permit Zone without on -street parking and is within the R-1 zoning designation; therefore allowing up to two permits per single family dwelling, now, therefore be it RESOLVED, That the Board of Public Works hereby grants the residents of 304 and 304A Mitchell Street to purchase permits for the Residential Parking Permit Systems, in accordan with the above -mentioned regulations. I Kathv Servoss From: Peter Messmer Sent: Monday, December 17,2018 11:47 AM ® Tim Logue Cc: Kathy Servoss Subject: FW: A Resolution to Grant Hardship for 304 & 304A Mitchell St. for the RPP System Attachments: BPW Resolution to Grant Hardship to 304 Mitchell Street.docx; RPP Zone Map with 304 Mitchell Street.pdf, Resolution to Grant Hardship to 326 Mitchell St for RPP System pdf Categories: BPW Can you please take a look at the attached draft Resolution for 304 Mitchell Street, together with the RPP map of the area, and there is a previous example of a Hardship RPP approved for 326 Mitchell. I wanted to have this resolution included for discussion at the BPW meeting tomorrow. Mike asked that you take a look at it. His concern is that we need to have a strong basis for these 'hardship' resolutions so that they don't become abused by the students/residents. Mitchell has no parking. Delaware Street has parking and the residential parking permits apply there. I drafted the hardship resolution for the following reasons: 1. The house is on a corner (Mitchell and Delawar) 2. They abide by trash collection for Delaware Street. 3. The have to shovel sidewalks on Delaware Street. 4. House has one door facing Mitchell street, and the door of one of the apartments faces Delaware Street. 5. A House at 326 Mitchell has already been granted a hardship RPP. What do you think about RPP eligibility for this house? Pete From: Peter Messmer Sent: Monday, December 17, 2018 10:15 AM To: Kathy Servoss Subject: A Resolution to Grant Hardship for 304 & 304A Mitchell St. for the RPP System REM 1. A resolution to Grant Hardship for 304 & 304A Mitchell St. for the RPP System. 2. A map showing the RPP • it is in. I A resolution that was already passed • 326 Mitchell St. on October 23, 2017 for the same reason. r understand it may be to late to get this Resolution added to the printed Agenda. But I would like to get it added into th7 meeting tomorrow for approval. N= 111111�1111qp i � I i I I WHEREAS, the Owner of the property and water account at 221 South Geneva Street requests that the penalty be removed from the water bill to 9/20/18, due 10122/18, and WHEREAS, the Owner states that the New York State Homes and Community Renewal Office in New York it signed the payment authorization on 10/15/18 and the signed authorization was mailed and received by McGraw House via mail after business hours on 10/22/18. The bill was paid in person 10/23/18, one (1) day late, and WHEREAS, McGraw House is a non-profit community service with a good record of timely payment oft it water and sewer bills, and WHEREAS, their payment was one (1) day late, most likely because of processing time in another layer of Government administration, now therefore be it RESOLVED, That the 5% penalty of $935.34 is to be removed from their account for this one particular occurrence. Kathy Servoss From: Michael Thorne Sent: Wednesday, January 02, 2019 2:54 PM To: Aaron Lavine; Joseph Murtagh; Svante Myrick; Erik Whitney, Kathy Servoss Cc: JoAnn Cornish; an Cogan Subject: RE: From Buzz He should contact Kathy Servoss and send her information that can be discussed at the next BPW meeting. He should send the • to Kathy by next Tuesday, January 8th. Michael Thorne, P.E, City of Ithaca 908 E. Green Street I Sent: Monday, December 31, 2018 2:58 PM To: Joseph Murtagh; Svante Myrick; Michael Thorne; Erik Whitney Cc: JoAnn Cornish; Dan Cogan Subject: RE: From Buzz Thanks Seph. Right, his recourse is to appeal to BPW. Mike probably knows best, but I assume that he should contact Kathy Servoss to file an appeal and get it placed on the agenda? 108 E. Green St. Ithaca, NY 14850 Tel: •1 274-6504 Fr- ----- Original Message ----- From: Joseph Murtagh Sent: Tuesday, December 11, 2018 11:23 AM To: Aaron Lavine <ALavine@cityofithaca,org>; Svante Myrick <mayormyrick@cityofithaca.org>; Michael Thorne <MThorne@cityofithaca.org>; Erik Whitney <EWhitney@cityofithaca.org> Cc: JoAnn Cornish <JCornish@cityofithaca.org>; an Cogan <DCogan @cityofithaca.org> Subject: RE: From Buzz Ari - sorry just noticed that you said you didn't receive the bills. I've attached them. Seph Murtagh, Common Council City of Ithaca, Second Ward 585-703-2582 Sent: Thursday, December 06, 2018 5:08 PM To: Svante Myrick; Joseph Murtagh; Michael Thorne; Erik Whitney Cc- Jo Ann Cornish; Dan Cogan Subject: RE: From Buzz Sounds right to me that this would appeal to BPW, though I need to see the bills that we issued in order to be sure. 1idn't receive the attachments to this chain.) Thanks. Aaron (Ari) 0. Lavine Citv Attor-tey i ,Lay QLU1Zft_1 108 E. Green St. Ithaca, NY 14850 177 1 IFT cire 110T Me InTenclecl recipient, plea delete this e-mail and notify us immediately by reply email, or at (607) 274-6504. 1 -----Original Message ----- From: Svante Myrick Sent: Thursday, December 06, 2018 11:58 AM To: Joseph Murtagh <JMurtagh@cityofithaca.org>; Michael Thorne <MThorne @cityofithaca.org>; Erik Whitney <EWhitney@cityofithaca.org> Cc: JoArm Cornish <J Cornish@ cityofitha ca.o rg>; an Cogan <DCogan @cityofithaca.org>; Aaron Lavine <ALavine @cityofithaca.org> Subject: RE: From Buzz Yeah I believe the proper body to hear the appeal is the BPW - though Council can always step in and overrule t board, Copying Ari here so he can double check my amateur lawyering. I Svante Myrick .Ulavor. QtX,#.f 0L? "A community is democratic only when the humblest and weakest person can enjoy the highest civil, economic, and social rights that the biggest and most powerful possess." From: Joseph Murtagh Sent: Thursday, December 06, 2018 11:36 AM To: Michael Thorne; Erik Whitney Cc: JoAnn Cornish; Dan Cogan; Svante Myrick Subject: FW: From Buzz mm I'm sencling. this email to M -,T"y I recently participated in a housing panel, and Buzz brought the attached bills to my attention. He recently built three homes on West Hill, and according to him, was unaware that he would be charged for utility hookups. The attached bills came as a major surprise to him, and he doesn't want to pass along the bills to the homeowners because it would be big burden on them. From a planning perspective, we are trying to encourage more owner occupied housing in the city, and we've discussed ways of easing these costs on developers, or at the very least, smoothing out our process so that the cost of utility hookups can be bundled into the sale of the home. In terms of Buzz's immediate problem - what to do .if these bills - I wasn't really sure how to respond, and JoAnn suggested I send this email. Where does this go? Can he appeal to BPW or Council? City of Ithaca, Second Ward 585-703-2582 I I TUFT-Imll Sent: Friday, November 30, 2018 10:12 AM To: Joseph M urtagh Subject: From Buzz I was a pleasure be on the panel with you last night. Thanks for your time and interest in addressing our current housing issues. About the other thing we spoke of last night. Here are the bills I mentioned. I'd appreciate any advice or assistance you might be able to lend, U= OM From: JoaephK4urtegh Sent: Friday, January O4 2019 3:06PKA To: QnnsdyDo|ph Cc: KethySemoss Subject: RE: From Buzz Categories: BPW I'm sorry for the length of time it's taken for me to get back to you on this. The venue to appeal these bills is the BoaJ-9 of Public Works, Y� Lv 2genda for the next meeting. Let me know if you have any questions, or if you'd like me to help out in any way. As you know, I have big concerns about these costs are impacting development of owner -occupied housing the city. ME Seph Murtagh, Common Council City of Ithaca, Second Ward 585-703-2582 Sent: Friday, November 30, 2018 10:12 AM To: Joseph Murtagh Subject: From Buzz | was apleasure beonthe panel with you last night. Thanks for your time and interest inaddressing our current housing issues. About the other thing vvespoke oflast night. Here are the bills |mentioned. I'd appreciate any advice orassistance you might beable tolend. 0 Kat Servoss From: Orrnscly Dolph <ithacastonesetting@rne.com> Sent: Monday, January 07, 2019 3:27 PM To: Kathy Servoss Cc: Joseph Murtagh Subject: Appeal of invoices Attachments: DPW Bills.pdf Categories: BPW I got your name from Seph Murtagh as the person to contact to appeal invoices from the DPW for water and sewer hookups. I was I oping I could get on the agenda for the next Board meeting. Lf ve attached the invoices in cruestion. Please let tie v7 - -9-•ITT, UIESM a. 108 f". GREEN STREET ITHACA NY 14850 TINY TIMBER, LLC 44 QUARRY RD ITHACA NY 14850 90M Invoice Date : 10/26/2018 Invoice # : 000254 32 Account # : 00007628 Due Date: 11/26/2018 Water & Sewer Division General Billing Lrefoz nation (607) 274-6580 Information specific to bill (607)274-6596 Invoice From: Water & Sewer Division Invoice ReL"" STMT19021 Entry Date Item Category Item, Description Qty Price Total 04/05/2018 LABOR (WATER) 1.00 $2,804.66 $2,804.66 04!051'2018 EQUIPMENT(WATER) 1.00 S243.00 S'?43.00 04/05!2018 MATERIAL. (WATER) ➢.00 $17334 $1?:1.34 04/05/2018 OTHER (WATER) 1.00 $109,30 $109,30 04/05/2018 LABOR (SEWER) 1.00 S2,804.67 $2,804.67 04/05/2018 I:QC,III'MI N-r (SEWER) 1.00 S243.00 $�43.00 04/05/2018 MA"I'I RIAI. (SEWER) 1.00 5351.23 $. 51,23 04105,,'2018 OTIIf-R ("SI"%V'ER) 1.00 $109.30 $109.30 Total: S6,838.50 Additional Description. 926 HECTOR ST - INSTALL 3/4" WATER AND 4" SEWER SERVICES 4/3 - 4/5/18 _SEE A"I "I'AC I lC.l) ST �TI?.MEN'T FOR BREAKDOWN OF CHARGES BILLS NOT PAID WITHIN 30 DAYS ACCRUE A LATE PAYMENT PENALTY AT `I'IIE RATE OF TWELVE PERCENT PER ANN(.iM OR $3.00 PER MONTH. WHICHEVER IS GREATER. PURSUANT TO CITY CODE. DELINQUENT BILLS REMAINING UNPAID ON DECENIBER I ST MAY BL ADDF.D TO TILE NEXT YEAR'S CITY TAX BILLING, AND COI I L C'TED AS A PART THEREOF. i` Make check ;payable to CITY oF ITHACA t I i CI-IAMBERLAIN'S OFFICE 006 I 108 F GREEN STREET R. ITHACA NY 14850 Alt TINY TIMBER, LLC 44 QUARRY RD ITHACA NY 14850 Return this portion with your payment 10/26/2018 00025432 Please Pay on or o I� 8 1 IIII � I,h IN VO0025432 IIII I III I III I IIIII IIII IIII 111111111111111111111111 IIII r�lli.lir pit�rli� IIrltlrrlrrt�Il�Ilr�wi r<Ilir�lr� ��II� CITY OF ITHACA ITHACA NY r Invoice Date: 10/26/2018 Invoice # . 00025433 Account #: 00007628 e Date: 11/26/2018 Water & Sewer Division Bill to: TINY TIMBER, LLC General Billing Information 44 QUARRY RD (607) 274-6580 ITHA CA NY 14850 Information specific to bill (607) 274-6596 Property Invoice From: Water & Sewer Division Invoice ReL STMT# 19022 Entry Date Item Category Item Description Qty Price Total 04/11/2018 LABOR (`WATER) 1.00 S2,769.58 S2,769.58 04/11/2018 FQUIPMT?NIT(WATER) 1.00 $425.25 S425.25 04/11/2018 MATERIAL (WATER) 1.00 $178.37 $178.37 04,11 I/2018 OTHER (WATER) 1.00 $229.50 $229.50 04111/2018 LABOR (SEWER) 1.00 S2,769.59 S2,769.59 04/11/2018 NQUIPMI?.NT(S E,WER) 1.00 425.25 $425.25 04/11/2018 -IMAT1, RIAL (SEWER) 1.00 S517.80 $517.80 04/11/2018 OTIiI'R(SEWER) 1.00 S229.50 $229.50 Total: S7,544.84 Additional Description: 930 HECTOR ST 4/3, 4/9 - 4/1 1/18 - SEE ATTACHED STATEMENT FOR BREAKDOWN OF CHARGES BILLS NOT PAID WITHIN 30 DAYS ACCRUE A LATE PAYMENT PENALTY AT THE RATE; OF TWELVE PERCENT PER ANNUM OR $3.00 DI;LI�IQUENT 13I1.Lc RUM AINING, I,1N1)AIT) ON DFC']'-'MI1FR I S`I' MAY RE ADDED TO THE NEXT YEAR'S CITY TAX BILLING. AND COLLECTED AS A PART THEREOF. Il Make check payable to : CITY OF ITHACA IN CHAMBERLAIN'S OFFICE ° 108 E GREEN STREET A ITHACA NY 14850 TINY "TIMBER, LLC 44 QUARRY RD ITHACA NY 14850 Friff,"Mmit Please Pav on or r- • 11126/2018 i r AMOLInt Paid INVO0025 33 1111111111111111111111111111111111111111111111111111111111111 111111'1111 1 1 li111 11/11111 i 1111' I11'1111 111� I I f 1' CITY OF ITHACA M8EGREEN STREET FTHACA NY 14850 Invoice Date: 10/26/2018 000254-316 Account # 00007628 •JE Bill t : Water & Sewer Division TINY TIMBER, LLC General Billing Information 44 QUARRY RD (607) 274-6580 ITHACA NY 14850 Information specific to bill (607) 274-6596 ro er ,: Invoice From: Water & Sewer Division Invoice Ref. 19023 Entry Date Item Category Item Description Qty Price Total 04/ 13/2018 LABOR (WATER) 1.00 $2,867.25 S2,867.25 04/13/2018 FQUIPMENT(W.ATER) 1.00 $354.37 $354.37 041/13/2018 MATERIAL ( WATER_) 1.00 $210.02 $2I0.02 04/13/2018 011 IER (WATER) 1.00 $273.25 $27325 04/13I2018 LABOR (SEWER) 1.00 S2,867 25 S2,867.25 04/13!2018 EQUIPMENT (SEWER) 1.00 S354,38 S354.38 0413/2018 MATERIAL (SEWER) 1.00 $354.75 S3-+4.75 04/13/2018 OTHER (SEWER) 1.00 $273.25 S273.25 Total: S7,554,52 Additional Description: 936 11I?CTOR ST - INSTALL 3/4" WATER AND 4" SEWER SERVICES 4/12 + 4/13/18 - SEE ATTACHED STATEMENT FOR BREAKDOWN OF CHARGES BILLS NO'F PAID WITHIN 30 DAYS ACCRi!E A LATE PAYMENT PENALTY AT THE RATE OF TWELVE PERCENT PER ANNUM OR S3.00 PEF: MC.)Aw'1'I1 txn_rlruEyFR 1S GI?1 �T£R, !'? ?? Sl_11N 1 1`n CITY t ;ODI?. D1WI,INC1[JENT 131LLS REMAINING LJNPAID ON DF..CI3: BI-"R l ST MAY BE ADDED TO THE NEXT YEAR'S CITY TAX BILLING, AND COLLECTED AS A PART THEREOF. Make check payable to : o-® CITY OF ITHACA CHAMBERLAIN'S OFFICE 108 E GREEN STREET ®..�� ITHACA NY 14850 TINT' TIMBER, LLC 44 QUARRY RD ITHACA NY 14850 Invoice Date : 10/26/2018 Invoice # : 00025436 L• yI�e I�Ir • • • INV00025436 IIIIIII IIIII I I I IIIII III I IIIII l l IIIII III I I II III