HomeMy WebLinkAboutTB 2025-06-19 attTB 6-19-25
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TOWN OF DRYDEN
TOWN BOARD MEETING
June 19, 2025
Zoom Hybrid
Present: Supervisor Jason Leifer, Cl Daniel Lamb, Cl Leonardo Vargas-
Mendez, Cl Christina Dravis, Cl Spring Buck
Elected Officials: Bambi L. Avery, Town Clerk
Other Town Staff: Ray Burger, Planning Director
*Cassie Byrnes, Secretary to the Supervisor
*Indicates attendance via Zoom
Supv Leifer called the meeting to order at 6:05 p.m. Board members and audience
recited the pledge of allegiance. Supv Leifer shared a short video about Juneteenth and why it
matters.
TOWN CLERK
RESOLUTION #101 (2025) – APPROVE MINUTES
Supv Leifer offered the following resolution and asked for its adoption:
RESOLVED, that this Town Board hereby approves the minutes of May 8, May 15, and
May 22, 2025.
2nd Cl Lamb
Roll Call Vote Cl Vargas-Mendez Yes
Cl Buck Yes
Cl Dravis Yes
Cl Lamb Yes
Supv Leifer Yes
PUBLIC HEARING (continuation)
2150 DRYDEN ROAD
AUTOMOTIVE REPAIR GARAGE
SPECIAL USE PERMIT
Ray Burger said he had just received an email from Marty Moseley, agent for the owner.
They are trying to secure a new engineer to work on this and no new material has been
submitted. There was no public comment about this matter and the hearing was left open at
6:13 p.m.
PUBLIC HEARING
1400 DRYDEN ROAD (STORAGE FACILITY)
SPECIAL USE PERMIT AMENDMENT
R Burger explained Four Season Storage is looking to add a fourth building on an
adjacent lot that they will be acquiring. The Planning Board reviewed the application last
month and seem favorable. There is an issue of having enough water available on site for
firefighting and the applicant is considering a solution for that. They may need to install a
hydrant or reduce the size of the building.
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Peggy Brewer, who owns a neighboring property (1384 Dryden Road), inquired about
the project and the site plan was displayed for her. She is concerned that drilling a well next
door will have a negative impact on her well. It was explained the applicant would have to have
a water supply sufficient for firefighting and the nearest connection would be from the
Knickerbocker Bed Frame Company.
There were no further comments. The applicant was not present, and R Burger has not
heard from them in the past few weeks. At 6:24 p.m. the public hearing was left open.
PUBLIC HEARING
COMMUNITY DEVELOPMENT BLOCK
GRANT APPLICATION
Supv Leifer opened the public hearing at 6:25 p.m. and explained this hearing is
necessary to apply for funds for projects such as bringing sewer service to Hanshaw Village
mobile home park. R Burger said the Community Development Block Grant Program is
available for a variety of infrastructure needs for communities. Part of the reason for this
hearing is to see if members of the community have ideas for programs. The present idea is to
extend the sewer to Hanshaw Village mobile home park. The board can hear comments on
that application or on other ideas for alternative applications.
The board considered a resolution to appoint Ray Burger as certifying officer for the
purpose of signing any necessary documents pertaining to the anticipated grant award.
There were no comments, and the hearing was left open at 6:38 p.m.
The board discussed whether to close the public hearing for 2150 Dryden Road and it
was decided to leave it open.
DISCUSSION/ACTION ITEMS
Support for Housing Application for Tompkins County Housing Program
Application – A successful application to this grant opportunity would be used to hire a
consultant to evaluate a parcel of land for potential development of mixed income housing in
the NYSEG area. TG Miller will update a previous study to extend the water and sewer service
in the area. This grant will cover other aspects, such as a market feasibility analysis and other
concept plans.
Resolution #102 (2025) - Support for Town of Dryden Application for the Tompkins
County Housing Affordability and Supportive Infrastructure Grant (HASIG) Program
Cl Vargas-Mendez offered the following resolution and asked for its adoption:
Whereas, as expressed in Dryden2045, the town’s Comprehensive Plan adopted in 2022, the
Town of Dryden has made addressing the limited availability of housing that is affordable for
residents a primary goal of its policies and actions; and
Whereas, the Town of Dryden is a certified Pro-Housing Community as recognized by the State
of New York; and
Whereas, the Town of Dryden desires to improve the affordability of housing by hiring a
consultant to evaluate the feasibility of developing a new neighborhood of diverse, mixed
income housing units in the emerging node known as the “NYSEG area,” now
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NOW, THEREFORE, BE IT RESOLVED AS FOLLOWS:
1) that the Town of Dryden Board supports and authorizes the submission of a grant
application for $10,000 to the Tompkins County Housing Affordability and Supportive
Infrastructure Grant (HASIG) Program; and be it further resolved
2) that if the grant application is successful, the Town of Dryden Board authorizes the
Supervisor to execute the contract with Tompkins County to implement the project and allocate
$1,000 in Town funds to provide a match.
2nd Supv Leifer
Roll Call Vote Cl Vargas-Mendez Yes
Cl Buck Yes
Cl Dravis Yes
Cl Lamb Yes
Supv Leifer Yes
There being no further comments, Supv Leifer closed the public hearing for the
Community Development Block Grant at 6:38 p.m.
RESOLUTION #103 (2025) - TO DESIGNATE CERTIFYING OFFICER
Supv Leifer offered the following resolution and asked for its adoption:
WHEREAS, the Town of Dryden (hereinafter “Town”) will apply for and anticipates being awarded
funds through the PY2025 Community Development Block Grant (CDBG) program from the U.S.
Department of Housing and Urban Development (HUD), as administered by the State of New
York Office of Homes and Community Renewal (NYSHCR) for the Heritage Village Project, 2025
CFA Application #149168; and
WHEREAS, the Town Board (hereinafter “Town Board”) as the anticipated recipient of the grant
award, is required to designate a Certifying Officer for the purpose of signing required documents
pertaining to the anticipated grant; and
NOW, THEREFORE, BE IT RESOLVED that the Town Board does hereby designate Mr. Ray
Burger, Director of Planning, as the Town’s Certifying Officer for the purpose of signing required
documents pertaining to the anticipated grant award (CFA Application # 149168) and as manager
for any online application system.
2nd Cl Buck
Roll Call Vote Cl Vargas-Mendez Yes
Cl Buck Yes
Cl Dravis Yes
Cl Lamb Yes
Supv Leifer Yes
Vision Zero Policy – R Burger said the town has partnered with twelve other
municipalities in the County and got a grant ($700,000) for developing safety action plans. The
Safe Streets for All program was funded for development of the plans and there is a billion
dollars a year that can be applied for, but the municipality must have a safety action plan in
place before doing that. This was a cooperative effort led by the City of Ithaca and now there is
a joint safety action plan. Part of getting entrance into the program is to adopt this Vision Zero
Policy, which means the town is aiming for zero fatalities on its roads.
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The resolution does not commit any funding by the town. It is a SEQR Type 2 action.
The board discussed the proposed resolution, the optional portions, removed a couple of
introductory paragraphs and passed the following resolution.
RESOLUTION #104 (2025) A RESOLUTION OF THE TOWN BOARD OF THE TOWN
OF DRYDEN ADOPTING A VISION ZERO POLICY
Supv Leifer offered the following resolution and asked for its adoption:
WHEREAS, the life and health of all persons living and traveling within the Town of
Dryden are our utmost priority, and no one should die or be seriously injured while traveling
on our town streets;
WHEREAS, Vision Zero is the concept that traffic deaths and serious injuries on our
roadways are unacceptable;
WHEREAS, Vision Zero is a holistic strategy aimed at eliminating all traffic fatalities
and severe injuries suffered by all road users while increasing safe, healthy, and equitable
mobility for all;
WHEREAS, streets and transportation systems have traditionally been designed
primarily to move cars efficiently, and Vision Zero supports a paradigm shift by designing
streets and transportation systems to move all people safely, including people of all ages and
abilities, pedestrians, bicyclists, public transit users, scooter riders, and motorcyclists, as well
as drivers and passengers of motor vehicles;
WHEREAS, Vision Zero recognizes that people will sometimes make mistakes, so the
road system and related policies should be designed to ensure that those inevitable mistakes
do not result in severe injuries or fatalities; therefore, transportation planners and engineers
and policymakers are expected to improve the roadway environment, policies, and other related
systems to lessen the severity of crashes;
WHEREAS, the Town of Dryden’s transportation infrastructure serves an increasing
number of vulnerable road users such as pedestrians and bicyclists;
WHEREAS, making streets safer for all people using all modes of transportation will
encourage people to travel on foot, by bicycle, and by public transit, which supports a
healthier, more active lifestyle and reduces environmental pollution;
WHEREAS, successful Vision Zero programs are a result of all stakeholders, including
government at all levels, industry, non-profit/advocacy, researchers, and the general public,
collaborating to preventing fatalities and serious injuries on our roadways;
WHEREAS, the Town of Dryden has already adopted other pedestrian safety –related
policies;
WHEREAS, under the State Environmental Quality Review Act (SEQRA), Environmental
Conservation Law Article 8, the Town Board hereby finds and determines that this law
constitutes a Type II action, pursuant to Section 617.5 (C) of Title 6 of New York Code of Rules
and Regulations, in that the law authorizes (24) information collection, including basic data
collection and research; (26) routine or continuing agency administration and management,
not including new programs or major reordering of priorities that may affect the environment;
(27) preliminary planning processes necessary to formulate a proposal for an action; (33)
adoption of regulations, policies, procedures and local legislative decisions in connection with
any action on this list, but does not commit the Town to commence or approve an action
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NOW, THEREFORE, BE IT RESOLVED, by the Town Board of the Town of Dryden, State
of New York, as follows:
The Town of Dryden adopts the goal of eliminating traffic deaths and a 50% reduction
in serious injuries by 2040 and endorses Vision Zero as a comprehensive and comprehensive
approach to achieving this goal.
The Town of Dryden adopts the Joint Safety Action Plan, attached hereto as Exhibit A,
as a comprehensive and holistic approach to achieving Vision Zero.
The Town of Dryden Clerk shall certify the adoption of this Resolution, effective
immediately, by the Town Board.
2nd Cl Lamb
Roll Call Vote Cl Vargas Mendez Yes
Cl Buck Yes
Cl Dravis Yes
Cl Lamb Yes
Supv Leifer Yes
DRYDEN FIBER
Dave Makar, Executive Director, presented his report (attached) for May 2025 and
announced that Dryden Fiber has now reached 400 customers. To date, the insert in the
property tax bills has been their most effective marketing.
He has been working closely with the Connect All Office to increase the MIP grant
amount due to 14 miles missing from the original plan and a higher than expected per mile
cost. He expects to have a Grant Disbursement Agreement within the next 30 days an d will
then be able to request reimbursements. This grant was applied for with the anticipation of a
10% municipal match, and it turns out that match is not necessary. The town has already
spent $906,000 but cannot get reimbursed for that. The plan now is to increase the revised
amount of additional funding requested.
Dryden Fiber is now able to serve 1807 parcels, or 30.9% of the town. 75 new locations
were added in May, including both sides of Route 366 between Turkey Hill Road and Utility
Drive, West Main Street and Springhouse Road in the Village of Dryden, Scenic Way, and
Chelsea Circle.
INHS has not made a decision on the proposal to provide service for their project on
Freese Road.
It is anticipated that ground-breaking in the Town of Caroline will occur about October
1, 2025. Invitations will be sent out when the exact date has been decided.
Dryden Fiber participated in the Dairy Day on June 14 with three vehicles and
representatives who passed out information and candy.
In expanding the network, in certain instances it makes sense to connect by crossing
into other municipalities. Dryden Fiber would like to officially notify those neighboring towns
and let them know that residents in that area may be able to have service. Board members
have reviewed the proposed letter.
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RESOLUTION #105 (2025) – AUTHORIZE LETTER TO NEIGHBORING MUNICIPALITIES
REGARDING DRYDEN FIBER
Supv Leifer offered the following resolution and asked for its adoption:
RESOLVED, that this Town Board hereby authorizes the Town Supervisor to send
letters to neighboring municipalities regarding the possibility of Dryden Fiber passing through
a portion of those municipalities.
2nd Cl Lamb
Roll Call Vote Cl Vargas Mendez Yes
Cl Buck Yes
Cl Dravis Yes
Cl Lamb Yes
Supv Leifer Yes
D Makar described a unique instance where a resident has requested service, and the
only access is via a NYSEG pole on the neighboring property. There is a request for specific
amendments to the MDU property agreement. Board members have reviewed the proposed
amendments and documents, and D Makar spoke about the specific provisions.
RESOLUTION #106 (2025) – APPROVE AMENDED MDU AND RIGHT OF ACCESS
AGREEMENT FOR DRYDEN FIBER
Supv Leifer offered the following resolution and asked for its adoption:
RESOLVED, that this Town Board hereby approves the special amendment to the
Dryden Fiber MDU for one single and particular instance as described and authorizes the Town
Supervisor to sign the document.
2nd Cl Vargas-Mendez
Roll Call Vote Cl Vargas Mendez Yes
Cl Buck Yes
Cl Dravis Yes
Cl Lamb Yes
Supv Leifer Yes
D Makar reviewed Dryden Fiber’s goals for 2025 and noted they are currently below the
goal due to the work stoppage while Vantage evaluated the project, but that is expected to pick
up. A marketing person will be going door to door in the areas currently covered and make
sure people know that Dryden Fiber service is available. He expects to have clos e to 1,000
customers by the end of the year.
Dryden’s marketing is far ahead of other projects in the program. D Makar will be
doing a training on July 28 and will share what Dryden has done for marketing efforts with the
others in the program. It will be recorded and will be available to future Co nnectAll projects.
The director of Empire State Development’s ConnectAll office has said that what Dryden is
doing and what D Makar personally is doing is leading rural broadband in New York State and
they want to get him in front of as many people as they can. He noted that the town board’s
leadership has put him in the spotlight, but it is really what the town has done in the last five
years to get to this point.
The next public broadband committee meeting is tomorrow at 10:30 a.m.
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Cl Buck asked if there was a plan to break the broadband project out of the town’s
budget and D Makar responded that converting the department within the town to a local
development corporation (a public entity) could happen once the project has been servicing
customers five years or more and is financially stable on its own.
OTHER ITEMS
Rail Trail Task Force Chair - Cl Lamb said Alice Green has been the acting chair for
the Rail Trail Task Force since Bob Beck’s passing and has done a fantastic job. It is the
consensus of the task force that she be the formal chair. The task force now has a model
where one person does not have so much responsibility and spreads it across committees.
RESOLUTION #107 (2025) – APPOINT CHAIR OF RAIL TRAIL
TASK FORCE – GREEN
Supv Leifer offered the following resolution and asked for its adoption:
RESOLVED, that this Town Board hereby appoints Alice Green as Chair of the Rail Trail
Task Force.
2nd Cl Dravis
Roll Call Vote Cl Vargas Mendez Yes
Cl Buck Yes
Cl Dravis Yes
Cl Lamb Yes
Supv Leifer Yes
Town Legal Representation – Nathan VanWhy is leaving Coughlin & Gerhart and has
offered a contract to the town. He has been doing the majority of the work with the exception
of a few things that other attorneys of the firm have taken on. Coughlin & Gerhart would like
to continue to also represent the town. Supv Leifer explained that the town can use both,
depending on the matter. After discussion, the board agreed it made sense to contract with
both and let Coughlin & Gerhart know which matters the town would like to keep with their
firm.
RESOLUTION #108 (2025) – AUTHORIZE CONTRACT WITH N VANWHY FOR
LEGAL SERVICES
Cl Lamb offered the following resolution and asked for its adoption:
RESOLVED, that this Town Board hereby approves a contract for legal representation
with NVD Law, PLLC according to the terms of the engagement letter dated June 8, 2025
through December 31, 2025, and the Town Supervisor is authorized to execute that letter,
understanding that the town will maintain its current contract with Coughlin & Gerhart .
2nd Cl Buck
Roll Call Vote Cl Vargas Mendez Yes
Cl Buck Yes
Cl Dravis Yes
Cl Lamb Yes
Supv Leifer Yes
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PLANNING DEPARTMENT
The department’s monthly report has been shared and is available on the website. R
Burger invited board members to stop by the office and meet the new code enforcement
officers, Braden Wulf and Matthew Branneman.
ADVISORY BOARD UPDATES
Affordable & Workforce Housing Committee – The Town Board has already acted on
the items they discussed at their meeting.
Conservation Board – There is support for what the Planning Board is working on with
respect to clustered housing and how land is used in future zoning.
There is community concern that the DEC has sent a letter to the town saying that they
would not have the funding to repair or replace the dam at Dryden Lake and that the town
would have to be responsible. Because the lake is so shallow it could mean that there may be
no lake. Some members of the board are going to attend a webi nar about grant opportunities.
From an environmental standpoint it was explained that it would not be an environmental
threat, but a lot of people like the lake and there is a lot of biodiversity with it there. Supv
Leifer said there is a meeting with DEC on July 7 at 2:00 p.m. with the Highway
Superintendent and Rick Prindle.
Planning Board – They reviewed the site plan for the additional storage building at
1400 Dryden Road and discussed it at length, including lighting and fencing. They wrapped
up the scope of phase one of the zoning rewrite.
Ag Committee – Their meeting was cancelled.
Recreation & Youth Committee – In July they will want to present the report from the
consultant for the property behind town hall.
Climate Smart Communities Task Force – Jack Wright is their new Chair and Evan
Kurtz is Vice Chair. Marie McRae is spearheading a repair café to be held at Dryden Fire
Department on October 4 between 10 a.m. and 2 p.m. People will be available to repair broken
items.
Rail Trail Task Force – Bids for the pedestrian bridge over Route 13 are still being
analyzed. If we are not able to accept one of them, we will need to go back out for bids.
There will be forward movement with repair of the washout area near NYSEG as well as
a phase three study on how to get from Pinckney Road to Freeville.
Other Items
There is still no word on the design approval from DOT for the Freese Road bridge.
Cl Lamb said the county legislature will continue funding for a county-run ambulance
service and they are working with a consultant, Paul Bishop.
The speed limit on West Dryden Road has been reduced to 45 miles per hour for the
entire length of it.
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CITIZENS PRIVILEGE
Pat Brenna explained her issue with a neighbor on Deerhaven Drive (a neighborhood
residential district) that has brought in livestock and ruined the tranquility of the
neighborhood. He has encroached on her property and on town property. Rick Young is
working with him on that. This farm is not a farm just because there is livestock. There is a lot
of garbage and trash, and it is quite disgusting. She said the neighbor is hiding behind the
right to farm law. She presented a document that defines what a sound agricultural operation
is and it basically hones in on sound practices, seven acres and grosses $10,000 in sales.
She does not believe the animals are being treated well. They have had to call dog
control. There is garbage everywhere. They are experiencing rodent issues, odors, noise, and
neglect. The rooster is a nuisance.
She reviewed ordinances in other municipalities and offered to work with the Planning
Board on some definitions and regulations. She will share her suggestions with Ray Burger
and Supv Leifer. She would like to prevent this type of situation in residential neighborhoods
and invited board members to visit the end of Deerhaven Drive.
There being no further business, the meeting was adjourned at 8:09 p.m.
Respectfully submitted,
Bambi L. Avery
Town Clerk
DRA
F
T
II
Introduction ........................................................................................................................................................2
What is a Safety Action Plan? .............................................................................................................................................................................4
Safe Streets and Roads For All Grant ...............................................................................................................................................................4
Safe System Approach ........................................................................................................................................................................................ 6
Leadership Commitment and Goal Setting ....................................................................................................7
Vision Zero Goal ................................................................................................................................................................................................... 7
Safety Analysis....................................................................................................................................................8
Historical Trend Analysis .................................................................................................................................................................................... 8
Key Findings ................................................................................................................................................................................................ 12
Equity Analysis .................................................................................................................................................................................................... 13
Network Screening ............................................................................................................................................................................................ 15
Hotspot Screening: Reactive Analysis ................................................................................................................................................... 16
Priority Safety Networks ........................................................................................................................................................................... 19
Weighted Screnning Elements ....................................................................................................................................................... 20
Final Priority Location Network ...................................................................................................................................................... 21
Hotspot Screening: Proactive Analysis ................................................................................................................................................. 23
Engagement and Collaboration .....................................................................................................................26
Plan Development Overview ............................................................................................................................................................................26
Project Team and Multijurisdictional Meetings ............................................................................................................................................27
Advisory Committee ...........................................................................................................................................................................................27
Public Engagement ............................................................................................................................................................................................27
Public Meetings ..........................................................................................................................................................................................27
Interactive Public Map and Surveys .......................................................................................................................................................27
Event Tabling ...............................................................................................................................................................................................28
Public Comment Period of Draft Plan ....................................................................................................................................................29
Website and Social Media Marketing .....................................................................................................................................................30
Public Engagement Key Takeaways ........................................................................................................................................................31
Table of Contents
Policy and Process Review ...............................................................................................................................32
State Policy Review .............................................................................................................................................................................................32
Complete Streets ........................................................................................................................................................................................32
Speed Management ..................................................................................................................................................................................32
Vulnerable Road Users ..............................................................................................................................................................................33
Impaired Driving Policy .............................................................................................................................................................................33
Occupant Protection Policy ......................................................................................................................................................................33
Regional Policy Review .......................................................................................................................................................................................34
Complete Streets ........................................................................................................................................................................................34
Safety Targets ..............................................................................................................................................................................................34
Municipal Policy Review .....................................................................................................................................................................................34
Complete Streets ........................................................................................................................................................................................34
Roadway Speeds .........................................................................................................................................................................................34
Vulnerable Users ........................................................................................................................................................................................34
Safe Routes to School ................................................................................................................................................................................34
Current Policy and Planning Landscape ........................................................................................................................................................35
Policy Gap Analysis .....................................................................................................................................................................................35
Policy and Process Recommendations ..........................................................................................................................................................37
Project Development .................................................................................................................................................................................37
Complete Streets ........................................................................................................................................................................................38
Reduce Speed Limits .................................................................................................................................................................................39
Vision Zero Action Plan & Data Monitoring ..........................................................................................................................................40
Design Standards .......................................................................................................................................................................................41
Safe Routes to School (SRTS) ...................................................................................................................................................................42
Education .....................................................................................................................................................................................................42
Traffic Violation Monitoring Systems......................................................................................................................................................43
Speed Monitoring Displays ......................................................................................................................................................................44
Vulnerable Road Users & Equity .............................................................................................................................................................44
Work Zone Safety .......................................................................................................................................................................................45
Data ...............................................................................................................................................................................................................46
IV
Strategy and Project Selections .....................................................................................................................47
Priority Location Profiles & Recommendations ...........................................................................................................................................47
Systemic Countermeasure Packages .............................................................................................................................................................48
Emphasis Areas, Strategies, & Actions ...........................................................................................................................................................49
Progress, Transparency, and Next Steps .......................................................................................................58
Performance Measurement & Transparency ...............................................................................................................................................63
Future Planning & Next Steps ..........................................................................................................................................................................59
Acknowledgements ............................................................................................................................................................................................59
Glossary .............................................................................................................................................................60
Key Terms .............................................................................................................................................................................................................60
Acronyms and Abbreviations ...........................................................................................................................................................................61
Appendix A Signed Jurisdiction Resolutions ..........................................................................................A-1
Appendix B Priority Location Profiles and Recommendations .............................................................B-1
Appendix C Systemic Countermeasure Packages ..................................................................................C-1
Appendix D Full List of Actions .................................................................................................................D-1
List of Tables
Table 1 Comparison of Fatalities and Serious Injuries in New York Emphasis Areas (2019-2023) .....11
Table 2 Network Screening Elements & Weights .............................................................................19
Table 3 Final Priority Location Network List ....................................................................................20
Table 4 Project Development Recommendations ............................................................................37
Table 5 Complete Streets Recommendations ...................................................................................38
Table 6 Reduce Speed Limits Recommendations .............................................................................39
Table 7 Vision Zero Action & Data Monitoring Recommendations ................................................40
Table 8 Design Standards Recommendations ..................................................................................41
Table 9 SRTS Recommendations .........................................................................................................42
Table 10 Education Recommendations ...............................................................................................42
Table 11 Traffic Violation Monitoring Systems ...................................................................................43
Table 12 Speed Monitoring Displays Recommendations ..................................................................44
Table 13 VRU & Equity Recommendations ..........................................................................................44
Table 14 Work Zone Safety Recommendations ..................................................................................45
Table 15 Data Recommendations .........................................................................................................46
Table 16 Highlighted Emphasis Areas, Strategies, & Actions ...........................................................50
Table 17 Intersection Systemic Treatment Packages .......................................................................C-1
Table 18 Roadway Departure Systemic Treatment Packages..........................................................C-3
Table 19 Pedestrian Systemic Treatment Packages .........................................................................C-5
Table 20 Speeding Systemic Treatment Packages ............................................................................C-7
Table 21 Primary Emphasis Areas, Strategies, & Actions ................................................................D-1
Table 22 Secondary Emphasis Areas, Strategies, & Actions ..........................................................D-26
List of Figures
Figure 1 Map of Tompkins County .........................................................................................................3
Figure 2 SS4A Safety Action Plan Requirements Checklist .................................................................5
Figure 3 Safe System Approach ..............................................................................................................6
Figure 4 Participating Municipality Logos ............................................................................................7
Figure 5 Tompkins County Long-Term Trend of Fatalities (1979-2050) ..............................................9
Figure 6 Tompkins County Fatality Trend (2013-2023) .......................................................................10
Figure 7 Tompkins County Serious Injury Trend (2013-2023) ............................................................10
Figure 8 Equity Assessment for Tompkins County, NY ......................................................................14
Figure 9 NYSDOT HSIP Process .............................................................................................................15
Figure 10 Reactive Analysis Process ......................................................................................................16
Figure 11 Fatality and Serious Injury CLEAR Screening Results .........................................................17
Figure 12 Vulnerable Road User CLEAR Screening Results .................................................................17
Figure 13 Systemic Analysis Process .....................................................................................................23
Figure 14 Final Priority Location Network Map ...................................................................................25
Figure 15 Overview of Plan Engagement Activities .............................................................................26
Figure 16 Screenshot of Online Feedback Map ....................................................................................28
Figure 17 Ithaca Farmers Market Public Engagement ........................................................................28
Figure 18 Newfield Old Home Days Public Engagement .....................................................................28
Figure 19 Trumansburg Farmer’s Market Public Engagement ..........................................................29
Figure 20 Screenshot of the Project Website ........................................................................................30
Figure 21 Screenshot of the Tompkins County Safety Performance Dashboard .............................30
Introduction
32
Section OneIntroduction
Tompkins County and ten municipalities within Tompkins
County, with support from the Ithaca-Tompkins County
Transportation Council (ITCTC) and New York State
Department of Transportation (NYSDOT), have come
together to prepare a comprehensive Safe Streets and
Roads For All (SS4A) Joint Safety Action Plan to address
costly motor vehicle crashes on the region’s transportation
network. As the population and traffic volumes in the
region continue to increase following the COVID-19
pandemic, the number of crashes resulting in fatal and
serious injury have generally plateaued relative to the
downward trends observed historically. The members of
the Joint Safety Action Plan understand that these deaths
and life-altering injuries are preventable, and this Plan
provides strategies and policies focused on eliminating
deaths and serious injuries on the area’s roadways.
• Tompkins County
• City of Ithaca
• Town of Ithaca
• Village of Cayuga Heights
• Town of Caroline
• Town of Danby
• Town of Dryden
• Village of Dryden
• Town of Lansing
• Village of Lansing
• Town of Newfield
Figure 1 – Map of Tompkins County
Introduction
4 5
What Is a Safety Action Plan?
A Safety Action Plan provides recommendations and strategies to improve safety at identified locations and help eliminate deaths
and serious injuries throughout the region, utilizing a comprehensive set of actions that address roadway characteristics and user
behavior alike. The goal is to help make Tompkins County safer for all road users including people who drive, walk, bike, or ride
transit. This Plan analyzes roadway characteristics, traffic volumes, and local crash data to understand the key factors affecting safety
outcomes throughout the transportation network. The crash analysis tells a story through data tables and figures about where,
when, and why crashes are occurring in the region, as well as supporting decision making by key stakeholders and the Advisory
Committee. As a part of this safety analysis, the project team executed a network screening approach to evaluate individual corridors
and intersections and prepare a prioritized list of location-specific and systemic network treatments. Public and stakeholder
feedback collected throughout the planning process validates the data analyses and ensures recommendations are consistent with
the experiences of Tompkins County residents. This Plan is aligned with the New York Strategic Highway Safety Plan (SHSP), as well as
regional and local plans. A comprehensive Safety Action Plan is key to integrating a Safe System Approach on regional transportation
networks, prioritizing steps to eliminate fatalities and serious injuries as a result of motor vehicle collisions, and meeting eligibility for
future implementation grants through the SS4A Grant Program.
Safe Streets and Roads For All Grant (SS4A)
In 2023, the U.S. Department of Transportation (USDOT) awarded The Tompkins County Joint Safety Action Project Team a SS4A
Planning Grant to develop a comprehensive roadway Safety Action Plan. This publicly available document is the primary deliverable
of that grant and aligns with the Federal requirements for the development of an Action Plan under that federal assistance.
Goals for the grant included promoting safety to prevent death and serious injuries on public roadways; employing low-cost, high-
impact strategies to improve safety over a wide geographic area; ensuring equitable investment in the safety needs of underserved
communities (including urban and rural communities); incorporating evidence-based projects and strategies and adopting
innovative technologies and strategies; demonstrating engagement with a variety of public and private stakeholders; and aligning
with the Department’s mission and strategic goals1.
The graphic on the next page shows the primary requirements of a SS4A Safety Action Plan and will be noted as these are addressed
throughout the Plan.
1 U.S. Department of Transportation Fiscal Year 2023 Safe Streets and Roads for All Notice of Funding Opportunity
LEADERSHIP COMMITMENT AND GOAL SETTING
to eliminate roadway fatalities
and serious injuries
PLANNING STRUCTURE AND OVERSIGHT
by the project team, including the ten municipalities, Tompkins
County, ITCTC, and NYSDOT
SAFETY ANALYSIS
to provide a baseline of trends and existing conditions
across High-Injury Networks
ENGAGEMENT AND COLLBORATION
with a diversity of stakeholders
to reflect community representation and insights
EQUITY
through inclusive engagement and consideration of inequitable
impacts on Transportation Equity and underserved populations
POLICY AND PROCESS CHANGES
to prioritize transportation safety and improve
implementation through revised or new policies
STRATEGY AND PROJECT SELECTIONS
to comprehensively address safety through a data-driven and
equitable process
PROGRESS AND TRASPARENCY METHODS
including tracking performance throughout implementation.
Figure 2 – SS4A Safety Action Plan Requirements Checklist
7 6
Safe System Approach
The Safe System Approach aims to address and mitigate
the risks inherent in the transportation system by building
and reinforcing multiple layers of protection to both prevent
crashes from happening in the first place and minimize
the harm caused to those involved when crashes do occur.
This holistic and comprehensive approach accounts for
human error and the human body’s vulnerability in collisions
involving motor vehicles, while promoting a system designed
with many redundancies in place to protect all road users.
The Safe System Approach has six Principles:
• Death and Serious Injuries are Unacceptable
• Humans Make Mistakes
• Humans Are Vulnerable
• Responsibility is Shared
• Safety is Proactive
• Redundancy is Crucial
The Safe System Approach also
embraces all types of roadway safety
countermeasures and acknowledges that
a multi-disciplinary approach is required
to address the full range of diverse
safety risks.
The Safe System Approach involves five Elements:
• Safer People
• Safer Roads
• Safer Vehicles
• Safer Speeds
• Post-Crash Care
The Safe System Approach is incorporated throughout
this plan, from guiding the safety analysis and stakeholder
selection to determining the emphasis areas and
recommended strategies. This is consistent with USDOT’s
emphasis on the Safe System Approach.
Figure 3 – Safe System Approach
REDUNDANCYISCRUCIAL•DEATHANDSERIOUS INJURIES AREUNACCEPTABLE•HUMANSMAKE
MISTAKES
SAFE
SYSTEM
APPROACH
SAFER
VEHICLES
SAFER
PEOPLE
SAFER
SPEEDS
SAFER
ROADS
POST-CRASH
CARE
Vision Zero Goal
Utilizing the Safe System Approach and the commitment to eliminating fatalities
and serious injuries is a paradigm shift and a key aspect of effective Safety
Action Plan development. Tompkins County and the joint members of this plan
are setting a goal to eliminate fatal crashes and reduce serious injury crashes
50% by 2040. Achieving this goal will require coordination and prioritizing safety
investments as the region works together to improve safety. The project team
has come together and unanimously passed resolutions to adopt Vision Zero and
the Plan Goal for 2040, which can be seen in Appendix A.
Figure 4 – Participating Municipality Logos
Section TwoLeadership Commitment and Goal Setting
LEADERSHIP COMMITMENT
AND GOAL SETTING
Elimination of fatal
crashes and a 50%
reduction in serious injury
crashes by 2040
PLAN GOAL
Safety Analysis
99998
Historical Trend Analysis
Historically, traffic crashes resulting in fatal injuries have trended downward in
Tompkins County. Between 1979 and 2022, traffic fatalities decreased by 71.4
percent, from 21 fatalities in 1979 to six fatalities in 2019. However, this decreasing
trend has flattened in recent years, as the population of Tompkins County has
increased with an annual average growth rate of 0.6 percent.
An analysis of Tompkins County using traffic safety performance measures, similar to those tracked at the state level, indicates
that safety outcomes remained fairly consistent within the county from 2017 to 2023. This consistency was observed across
regional crash fatalities, serious injuries, nonmotorized combined fatalities and serious injuries, and serious injury and fatality
rate per 100 million vehicle-miles-traveled (the only measure to slightly increase).
With traffic fatalities in the single digits for the entire county, Vision Zero is truly within sight. To continue to build on this
remarkable accomplishment, targeted, data-driven investments in traffic safety countermeasures can keep Tompkins County on
track to achieve zero fatalities.
Section Three
Safety Analysis
Source: Fatality Analysis Reporting System (FARS).
Figure 6 shows annual fatalities in Tompkins County from 2013 to 2023. Because fatal crashes are relatively rare events, it is
important to normalize crash data over a longer period than one year to account for annual anomalies that can skew analyses.
The five-year analysis period was used to help smooth out year-to-year variation in fatality numbers. The five-year moving average
for fatalities decreases in each successive year except for the most recent year, 2023. From 2017 to 2022, the five-year average
decreased from 8.8 to 6.0 fatalities per year, a decrease of 32 percent. The trend switches in 2023 though when the five-year moving
average increases to 7.2, an increase of 20 percent.
As seen in Figure 5, from the 1980s to the 2020s, regional crash fatalities showed a gradual decline at an average annual rate of
three percent. Significant reductions in crash fatalities were first seen in the early 1980s, and then again in the 1990s, both followed
by fluctuations natural for this smaller sample size. To account for these fluctuations, five-year averages for annual crash fatalities
were calculated using this historical data to provide a simple forecast of future fatalities. Despite a plateauing in fatal crashes in
recent years, the overall historical trend in the county points downward, potentially reaching zero before 2050.
Figure 5 – Tompkins County Long-Term Trend of Fatalities (1979-2050)
SAFETY ANALYSIS
10
Safety Analysis
1111111011
Figure 6 – Tompkins County Fatality Trend (2013-2023)
Figure 7 – Tompkins County Serious Injury Trend (2013-2023)
The highest number of serious injuries in Tompkins County (Figure 7) was in 2014 with 143 annual serious injuries, and the lowest
number was in 2020 with 81. The five-year moving average shows that the trend of serious injuries consistently decreased until
leveling off in the last few years. From 2017 to 2021, the five-year average decreases from 121 to 99, a decrease of 18 percent over
those five years. This is the opposite trend seen in the entire state; across New York State, the number of serious injuries were
relatively constant until around 2020, and they have been moderately increasing over the past few years.
Source: Traffic Safety Statistical Repository (TSSR).
Source: Traffic Safety Statistical Repository (TSSR).
Table 1 summarizes all fatalities and serious injuries in Tompkins County in the 21 crash categories that make up the seven New
York SHSP emphasis areas from 2019 to 2023. Additionally, each crash category is tagged with a red upward arrow or a blue
downward arrow if that crash category experiences an increasing trend or decreasing trend, respectively, for the years studied.
These New York SHSP Emphasis Areas are the basis for this Plan’s Emphasis Areas, which are described further in Section 6.
Table 1 - Comparison of Fatalities and Serious Injuries in New York Emphasis Areas (2019-2023)
Source: Crash Location and Engineering Analysis and Reporting (CLEAR) Safety Tool, extracted June 2024.
NYS SHSP Emphasis Area Crash Category 2019 2020 2021 2022 2023
Tompkins
Trend NYS Trend
Intersections (All)7 10 3 11 21 ▲▲
Vulnerable Road Users
Bicyclists 8 2 2 4 3 ▼▲
Pedestrian 6 7 7 7 5 ▼▼
Road Workers 0 0 0 0 0 -▼
Road User Behavior
Alcohol 5 6 5 7 4 ▼▲
Drugs 3 0 3 0 1 ▼▼
Cell Phones 2 0 0 0 1 ▼▲
Distracted 10 12 8 13 15 ▲▼
Asleep 5 3 5 0 3 ▼▼
Roadway Departures
Roadway Departures 22 20 17 17 16 ▼ ▲
Head-On 8 4 6 4 6 ▼▲
Sideswipe 4 1 4 2 1 ▼▲
Alternate Road Vehicles
Buses 2 0 0 0 0 ▼▼
Motorcycles 5 6 4 8 6 ▲▲
Trucks 4 4 3 4 4 -▼
Age Related 65+20 15 14 19 13 ▼▲
< 21 17 10 13 13 8 ▼▲
Aggressive Driving
Aggressive Driving 2 0 1 0 2 -▲
Following Closely 12 9 9 8 14 ▲▼
Traffic Control 7 9 4 8 2 ▲▼
Unsafe Speed 22 22 12 8 14 ▼▲
12
Safety Analysis
1313131213
Key Findings
• Tompkins County experienced 31 fatal crashes between
2019 and 2023, and thousands more injury and
property damage crashes, but these relatively few fatal
crashes impose a greater substantial cost - collectively
nearly $488 million – more than the cost of all injuries
combined. These crash-related costs include both
direct and indirect costs to individuals and society
from a decline in crash victims’ general health, such as
costs of emergency services, medical services, market
productivity loss, household productivity loss, congestion
impacts, etc. Highway safety programs should continue
a focus on the impacts of passenger vehicles. Most fatal
crashes in Tompkins County involved a car, van, or pickup
truck, with fewer fatal crashes involving motorcycles,
trucks, or buses.
• Geographic analysis shows the three jurisdictions with
the highest number of crashes were City of Ithaca (3,475
crashes, 35.3 percent of geolocated crashes in the
region), Town of Dryden (1,514 crashes, 15.4 percent),
and Town of Lansing (1,278 crashes, 13.0 percent).
• More crashes (53.9 percent) occur on roads identified
as urban rather than rural (46.1 percent), but rural
crashes are more severe and account for 60.3 percent
of all fatalities and serious injuries. In urban areas, most
crashes occur on minor arterials (21.9 percent).
• Crashes occur slightly more frequently on the NYSDOT-
owned roads (44.3 percent), rather than locally-owned
roads (37.5 percent).
• Compared to the entire State of New York, Tompkins
County has fared better from 2021-2023 in crash
statistics. The Region’s motorcyclist fatalities and bicyclist
fatalities have remained constant. Persons injured in
alcohol-involved crashes and distracted driving crashes
decreased faster than on the state level.
• An analysis of crash trends for the emphasis areas
in New York’s 2023-2027 SHSP shows areas in which
fatalities and serious injuries had long-term increases
(2019-2023) in Tompkins County and could be
considered for prioritization; this includes intersection
crashes, distracted driving, motorcycle crashes, and
crashes involving following too closely or disregarding
traffic control devices. Roadway departures (the most
common crash type in the county), alcohol-impaired
driving, nonmotorized road user safety, speeding,
crashes involving older drivers, and crashes involving
drivers under age 21 also still remain major traffic safety
concerns.
Equity Analysis
Calculated equity scores for each 2022 Tompkins County Block Group were created by
aggregating scores that corresponded to ten indicators.2 The calculations used 2018 -
2022 American Community Survey data for the following indicators:
• Minority
• Limited English proficiency
• Disability
• Elderly
• Youth
• Zero car households
• Single mother
• Foreign born
• Poverty3
• Educational attainment
The equity assessment map overlaid the following layers to identify communities in the study area with the highest concentration of
environmental justice populations:
• 2022 Block Groups with calculated equity scores based on ten indicators
• 2010 Census Tracts labelled as disadvantaged by the New York State Energy Research and Development Authority
Figure 8 shows a map of equity areas in Tompkins County. Block Groups with the darkest coloring and hatched lines are the areas
with the highest equity considerations, and the Block Groups with light coloring and no hatched lines are the areas with the lowest
equity considerations.
2 Disability and foreign born were two indicators that used Census Tract data, as Block group-level data is not available. Block groups were
assigned values for disability and foreign born based on the Census Tract they belonged to.
3 Poverty used data from 2017-2021 five-year dataset because more recent data was not available.
EQUITY
14
Safety Analysis
1515151415
Figure 8 – Equity Assessment for Tompkins County, NY
Source: FHI Studio, now IMEG, Equity Assessment Methodology.
Overall, the total crash rate in equity communities was 18,187 per 100,000 residents, significantly higher than the 12,354 crashes
per 100,000 residents in non-disadvantaged communities. VRU crashes were also disproportionately concentrated in disadvantaged
areas. Over the five-year analysis period, the VRU crash rate in disadvantaged areas was 627 per 100,000 residents, more than four
times as high as that of the rest of the region. These findings underscore the need for targeted investments and resources in these
disadvantaged communities to improve roadway safety for the region’s most vulnerable residents.
Network Screening
The NYSDOT Highway Safety Improvement Program (HSIP) Procedures and Techniques (“Red Book”) has divided the Roadway Safety
Management Process into three broad components (Figure 9) with respective approaches for Hotspot and Systemic network
screening.
• The Hotspot Approach focuses on sites with the highest potential for safety improvement and is based on crash history,
traffic volumes, site characteristics, and other factors. It first identifies locations with the highest potential for safety
improvement and then presents diagnosis and countermeasures. This is also known as a reactive approach to safety.
• The Systemic Approach also focuses on sites with the highest potential for safety improvement but does so from a
systemwide perspective. Common crash types and contributing factors represented in the data are identified, then locations
where those contributing factors may arise are identified. This is also known as a proactive approach to safety.
Figure 9 – NYSDOT HSIP Process
PLANNING
Hotspot Systemic
Screening Diagnosis
Countermeasure Selection
Economic Appraisal
Project Prioritization
Diagnosis Screening
IMPLEMENTATION
EVALUATION
16
Safety Analysis
1717171617
Hotspot Screening: Reactive Analysis
The first step of the network screening analysis was to identify intersections and segments in Tompkins County that are over-
represented in terms of crash history from 2019 to 2023, which is the most recent five-year period with complete crash data. This
was done in two ways: once using all crashes that resulted in a fatality or a serious injury and again using all crashes that involved a
collision with a VRU.
For each intersection and segment, crash over-representation was determined using the Potential for Safety Improvement (PSI)
measure from the Crash Location and Engineering Analysis and Reporting (CLEAR) Safety tool. The resulting PSI values were then
used to assign each site a Level of Service of Safety (LOSS). Generally, a higher LOSS level on a scale of one to four indicates a greater
potential impact from a theoretical safety improvement project at that location.
After running the CLEAR Safety tool, manually adjusting the outputs to account for missing data, and going over the results with
stakeholders, the final hotspot CLEAR results were selected. This reactive analysis process is visualized in Figure 10.
Figure 10 – Reactive Analysis Process
The intersections and segments identified in the CLEAR tool are seen in Figure 11 for the fatality and serious injury screening and
Figure 12 for the VRU screening.
Figure 11 – Fatality and Serious Injury CLEAR Screening Results
Source: NYSDOT CLEAR, 2019-2023; Analysis by Cambridge Systematics.
18
Safety Analysis
1919191819
Source: NYSDOT CLEAR, 2019-2023; Analysis by Cambridge Systematics.
Figure 12 – Vulnerable Road User CLEAR Screening Results To address gaps in the CLEAR data availability, an additional crash analysis was conducted that has more consistent coverage, but
less precision. This involved looking at trip activity at the block group level and joining these trips with crashes from CLEAR to get an
estimate of crash rate for that block group, which provides a measure of the relative risk of crashes occurring in each area. This crash
rate was then applied to all the segments and intersections within that block group to achieve an estimate of crashes and exposure.
For Tompkins County, the average crash rate across all block groups is 0.15 per 10,000 trips, while the average VRU crash rate is
0.05 per 10,000 VRU trips. Based on the 75th percentile threshold, block groups with crash rates exceeding 0.22 per 10,000 trips or
VRU crash rates over 0.03 per 10,000 trips are considered as high-risk areas. These areas are primarily concentrated in the City of
Ithaca and the northwest and southwest corners of the County. Notably, two block groups (one in the City of Ithaca and another in
the Town of Newfield) were found to have both overall crash rates and VRU crash rates above the region’s 90th percentile, marking
them as priority areas for safety improvements. Additionally, four block groups, located in the Towns of Ithaca and Dryden, exhibited
relatively low overall crash rates but high VRU crash rates, which suggests that future efforts should focus more on VRU roadway
safety in these areas.
While most of the higher VRU crash rates are in urban areas within the county such as downtown Ithaca, there are targeted rural
areas that display higher VRU crash rates, such as the areas around NY-13, NY-34, NY-89, and NY-96. While the total crash numbers
are not high in these areas, the relative lack of infrastructure makes any sort of active transportation inherently riskier.
Priority Safety Networks
A final priority location network for Tompkins County was developed using a three-step process:
• Step 1: Mathematically combine and weight each of the elements to calculate a combined safety score for roadway
segments and roadway intersections.
• Step 2: Identify the top-scoring locations from that mathematical exercise by smoothing out the weighted scores, filling in
logical gaps in the network, considering feedback from community engagement efforts, and validating the top locations by
ensuring robust crash histories.
• Step 3: Refine that list of top locations with the Joint Safety Action Plan team and other relevant stakeholders.
Relevant stakeholders included representatives from Tompkins County and each of the ten municipalities involved in the Tompkins
County Joint Safety Action Plan. Each municipality gave feedback on whether the first draft of locations was appropriate, given
their knowledge of the area, and gave options for substitute locations that reflect a greater concern from their point of view. Most
individual municipalities provided feedback during these meetings, and there was a final confirmation with all municipalities on the
priority location network.
20
Safety Analysis
2121212021
Screening Element
Maximum
Points Description Points
LOSS – Fatal &
Serious Injury
Screening
45
LOSS (Fatal and Serious Injury Screening) of 4 45
LOSS (Fatal and Serious Injury Screening) of 3 25
LOSS (Fatal and Serious Injury Screening) less than 3 0
LOSS – VRU Screening 10
LOSS (VRU Screening) of 4 10
LOSS (VRU Screening) of 3 5
LOSS (VRU Screening) less than 3 0
Crashes per Trip 5
Over the 75th percentile of crashes per trip in the County 5
50th – 75th percentile of crashes per trip in the County 2.5
0th – 50th percentile of crashes per trip in the County 0
VRU Crashes per Trip 5
Over the 75th percentile of VRU crashes per VRU trip in the County 5
50th – 75th percentile of VRU crashes per VRU trip in the County 2.5
0th – 50th percentile of VRU crashes per VRU trip in the County 0
Equity Priority Areas 20
In an Equity Priority Area 20
Not in an Equity Priority Area 0
Key Equity
Destinations 5
Over the 75th percentile of trip destinations by equity populations in the
County 5
50th – 75th percentile of trip destinations by equity populations in the
County 2.5
VRU Risk 5
High Risk 5
Medium Risk 2.5
Low Risk 1
No Risk 0
Isolated Transit Stops 5
At least 1 isolated transit stop in the immediate area 5
0 isolated transit stops in the immediate area 0
Source: NYSDOT Highway Safety Improvement Program Procedures and Techniques.
Weighted Screening Elements
The screening elements, along with their weights, are shown in Table 2. Both intersections and segments were scored in the same
manner. The maximum score a location could receive is 100 points.
Table 2 - Network Screening Elements & Weights
Final Priority Location Network
After applying the weights above, the final scored network was created. Segments and intersections with high scores in each
municipality were selected with feedback from stakeholders within each of Tompkins County’s jurisdictions. The final network
contains 12 intersections and 9 segments for a total of 21 priority safety locations. The locations are listed in Table 3 and shown in
Figure 14. The network contains a mix of locally-controlled locations and state-controlled locations spread across the County.
Table 3 - Final Priority Location Network List
#Location Municipality
Population
Center Ownership Type
1 NY-13 NB between Protts Hill Rd &
Main Street Town of Newfield -NYSDOT Segment
2 Mecklenburg Road (NY-79)/Sheffield
Road Town of Ithaca -
NYSDOT owns Mecklenburg Rd
(NY-79); Tompkins County owns
Sheffield Rd
Intersection
3 West Danby Road (NY-34/96)/
Decker Road Town of Newfield -
NYSDOT owns NY 34/96;
Town of Newfield owns Decker
Rd
Intersection
4 Station Road/Maple Avenue and
Route 34/96 Town of Danby West Danby
CDP Intersection
5 Floral Avenue/Elm Street/Hector
Street City of Ithaca -City of Ithaca Intersection
6
NY-13 from the Town of Newfield/
Town of Ithaca Line to the City of
Ithaca
Town of Ithaca -NYSDOT Segment
7 NY-13 NB between West Seneca
Street & West Green Street City of Ithaca -NYSDOT Segment
8 Route 96B from Miller Road to
Michigan Hollow Road Town of Danby -NYSDOT Segment
9 Cayuga Heights and Wyckoff Street Village of Cayuga
Heights -Village of Cayuga Heights Intersection
10 Cayuga Heights Road & East Shore
Drive Village of Lansing -Village of Lansing Intersection
11 NY-13 & Warren Road Village of Lansing -Village of Lansing Intersection
12 Hanshaw Road Village of Cayuga
Heights -Village of Cayuga Heights Segment
22
Safety Analysis
2323232223
#Location Municipality
Population
Center Ownership Type
13 NY-34B NB between NY-34 & Van
Ostrand Road Town of Lansing South Lansing
CDP NYSDOT Segment
14 Peruville Road (NY-34B) & Scofield
Road Town of Lansing -
NYSDOT owns Peruville Rd
(NY-34B); Town of Lansing owns
Scofield Rd
Intersection
15 Sheldon Road and West Dryden
Road Town of Dryden -Tompkins County Intersection
16 Valley Road/Lounsberry Road Town of Caroline -Tompkins County Intersection
17 Freeville Road (NY-38) &
Springhouse Road Town of Dryden Brooktondale
CDP
NYSDOT owns NY-38;
Town of Dryden owns
Springhouse Rd
Intersection
18 North Road between Fall Creek
Road & NY-13
Town of Dryden/
Village of Dryden -Tompkins County Segment
19 NY-13 & W Main Street Village of Dryden -NYSDOT Intersection
20 NY-13 NB between NY-38 & W Main
Street Village of Dryden -NYSDOT Segment
21 Seventy Six Road between Yaple
Road & Smith Road Town of Caroline -Tompkins County Segment
Systemic Screening: Proactive Analysis
Given the relatively rare and dispersed occurrence of fatal and severe injury crashes in Tompkins County, a systemic analysis was
performed to complement the hotspot analysis. Unlike the hotspot analysis, which looks at site-specific historical crash data, the
systemic analysis focuses on identifying risk factors commonly associated with severe crashes and then screens the network based
on site-specific risk levels. The systemic approach proactively prioritizes high crash risk locations for potential safety improvements,
even in areas that may lack significant crash history.
The systemic analysis process, as described by the Federal Highway Administration (FHWA), typically includes six steps:
• Identify focus crash types, focus facility types, and risk factors;
• Screen and prioritize candidate locations for safety improvements;
• Identify and select countermeasures for each prioritized site;
• Prioritize systemic projects for transportation programs;
• Prepare, implement, and track systemic safety improvement projects; and
• Evaluate systemic safety projects, countermeasures, programs, and overall performance.
The systemic analysis process is visualized below in Figure 13.
Figure 13 – Systemic Analysis Process
24
Safety Analysis
2525252425
Through the systemic screening analysis process, focus facility types and their associated risk factors were identified for each of
the four focus crash types (intersection-related crashes, roadway departure crashes, pedestrian-related crashes, and speed-related
crashes). An interactive online map was created to visualize the locations of all segments or intersections within each focus crash
and focus facility type, along with the count of identified risk factors present. Each risk factor was weighted equally, and a risk score
was calculated for each location based on the total number of factors present.
Facility owners can use this online map to visualize sites that are candidates for systemic countermeasures. The countermeasures
can be applied in the design of a single corridor project or can be bundled into a single project across many locations systemwide.
Project bundling often allows facility owners to address a greater number of locations at a lower unit cost than could be achieved
through multiple smaller projects.
Section 6 includes a comprehensive set of systemic countermeasures. NYSDOT has approved an increasing number of systemic
treatments that are adopted in the NY SHSP through the further adoption of specific Emphasis Area plans. These include:
• Pedestrian Safety Action Plan (2018);
• Vulnerable Road User Safety Assessment (2023); and
• Roadway Departure Safety Action Plan (2024).
These plans include both individual countermeasures and packages that are tailored to specific focus facilities and other locations
demonstrating identified risk factors.
Figure 14 – Final Priority Location Network Map
Engagement and Collaboration
272726
Plan Development Overview
Throughout this process, the project team worked with transportation safety
stakeholders, state partners, and Tompkins County residents to gather feedback.
The engagement and collaboration process, outlined in Figure 15, included
one-on-one municipal meetings, multijurisdictional meetings, advisory group
meetings, and public meetings and pop-up events. There was also an interactive Feedback Map for public comments on safety
issues and concerns. A public-facing online Safety Data Performance Viewer was created to provide the public with detailed
crash statistics for the County, which will continue to be available moving forward. The goal was to hear from members of the
public and key stakeholders about their issues and ideas related to transportation safety.
Figure 15 – Overview of Plan Engagement Activities
Section FourEngagement and Collaboration
Project Team and Multijurisdictional Meetings
Project Team meetings made up of representatives of the ten municipalities and
Tompkins County, ITCTC, and NYSDOT Region 3 were held biweekly. Multijurisdictional
meetings, which included the project team as well as other municipality staff, were held
three times throughout the planning process in May and October 2024 and in March
2025. Multijurisdictional meetings also served as touch points with municipality representatives that were not able to join all biweekly
meetings.
Advisory Committee
Advisory Committee meetings were held in August 2024 and February 2025 to engage key stakeholders outside of the municipal
representatives throughout the study. These stakeholders were invited to join and participate in meetings to get updates on the
study’s status and to provide feedback on concerns and recommendations from their unique perspectives. These included the
project team and additional staff, ITCTC, NYSDOT Region 3, Cornell University, Ithaca College, Tompkins Cortland Community
College, Tompkins Consolidated Area Transit (TCAT), Bike Walk Tompkins, Downtown Ithaca Alliance, The Center for Community
Transportation, Tompkins County Office for the Aging and Health Department, Upstate University Hospital Trauma Injury Prevention,
City of Ithaca Vision Zero Partners, and State and local law enforcement agencies.
Public Engagement
Public Meetings
An online meeting to introduce the project was held on Wednesday, July 24, 2024, between 6:00 and 7:30 PM. Two presentations
were offered at 6:00 and 6:45 PM. This meeting was designed to hear from community members about their travel choices and
safety issues.
Preliminary recommendations were presented during an online meeting on Monday, December 9, 2024 from 6:00 to 7:30 PM. An
in-person open house was held at the Town of Ithaca municipal building on Wednesday, December 11, 2024 from 4:00 to 6:00 PM.
This meeting collected feedback through conversation and an online survey of the preliminary recommendations and draft priority
locations.
On Wednesday, April 30, 2025 from 6:30 to 7:30 PM, the draft Tompkins Joint Safety Action Plan was presented during an online
meeting and kicked off the public review period.
Interactive Public Map and Surveys
An interactive Feedback Map was available on the project website for the public to provide specific roadway safety comments
by location within Tompkins County. A screenshot of the map is shown in Figure 16. Members of the public added comments
about specific experiences and observations about the area’s roadways traveled by driving, walking, biking, and taking transit. The
Feedback Map was available from May 2024 to October 2024 and received 409 responses. The top three responses were related to
“speeding,” “too difficult to cross street,” and “sidewalks need improvement.”
ENGAGEMENT
AND COLLBORATION
PLANNING STRUCTURE
AND OVERSIGHT
Engagement and Collaboration
28 29
Event Tabling
The consultant team attended three events throughout Tompkins County to
spread the word about the Tompkins Joint Safety Action Plan and gather feedback
on safety priorities. People stopping by the event tables could pick up a business
card with a QR code and link to the project website and were encouraged to fill out
the Feedback Map either on their phone, at home, or they could use sticker dots
and comment cards at the table to leave comments about specific intersections
or areas in their community where they had safety concerns. Comment cards and
locations were then manually entered into the Feedback Map so that all comments
were in one place. Kids activities were also available and stress balls in the shape
of a traffic cone with the project logo were offered as a giveaway. The team
attended the following events:
• Newfield Old Home Days – Friday, July 26, 2024, from 5 PM – 9 PM
• Ithaca Farmers Market – Saturday, July 27, 2024, from 9 AM – 3 PM
• Trumansburg Farmers’ Market – Wednesday, July 31, 2024, from 4 PM – 7
PM
Figure 16 – Screenshot of Online Feedback Map
Figure 17 – Ithaca Farmers Market Public Engagement
Public Comment Period of Draft Plan
The public review period will last 14 days. A notice of the
public review and comment period will be posted to the
project website, which will be shared by all project partners to
their outreach lists and all Advisory Committee members will
be alerted and asked to share with their local networks.
Comments received during the public review and
comment period will be reviewed and addressed in the
final Plan as appropriate.
Figure 19 – Trumansburg Farmer’s Market Public Engagement
Figure 18 – Newfield Old Home Days Public Engagement
30
Engagement and Collaboration
3131
Website and Social Media Marketing
Figure 20 – Screenshot of the Project Website
Digital flyers were distributed by the project team to advertise the public meetings and pop-up events. The project website,
https://safestreetstompkins.com provided resources, project materials, the Safety Data Performance Viewer, and a contact page.
Figure 21 – Screenshot of the Tompkins County Safety Data Performance Viewer
Engagement Key Takeaways
Key themes from the public engagement process included:
• Specific concerns around safety on major state
roadways including Route 13 and Route 96,
particularly as these roadways bisect downtowns,
and contribute to speeding and unsafe conditions for
pedestrians;
• Sight distance issues at geometrically abnormal
intersections and areas with dramatic topography;
• Speeding concerns; and
• Interest in more pedestrian facilities, including
sidewalks, crosswalks, and around crossings for
existing and planned trails and at key destinations.
Policy and Process Review
3332
This section outlines current transportation safety
policies and procedures related to Tompkins County,
and recommends new strategies based on national best
practices to reduce serious injuries and fatalities. This
section includes a review of State, regional, and municipal
policies, identifies gaps in these polices, and provides policy
recommendations with lead agencies and timelines.
State Policy Review
The New York SHSP uses FHWA’s Safe System Approach,
which prioritizes safety for all users, accounts for human
error, and uses a multidisciplinary approach. More details
on the Safe System Approach are available in Section 1.
Referenced policies and procedures embody elements of
the Safe System Approach as a means to achieving Vision
Zero in New York, which applies at both county and local
levels of government.
Complete Streets
The State of New York Complete Streets Act was signed into
law in 2011, and it requires agencies that receive federal
funding to consider the mobility and convenience of all
users when developing transportation projects, which
includes bicyclists, pedestrians, public transportation
riders, and motorists of all ages.
The Capital Project Complete Streets Checklist was created
by NYSDOT to assist agencies in identifying needs for
Complete Streets design features on capital projects.
The checklist provides a project-level evaluation of
mobility constraints and opportunities and transportation
improvements within a defined area. The checklist is
required for all federal-aid projects that have NYSDOT
oversight. This checklist will be updated as part of
NYSDOT’s Active Transportation Strategic Plan effort,
currently in process.
Speed Management
New York State Assembly Bill A1007A signed by the
Governor in August 2022 authorizes cities, villages, and
towns to reduce the speed limit to 25 miles per hour
on facilities they own from what had been the lowest
permitted speed limit of 30 miles per hour (outside of
a school zone). This bill did not, however, change the
authority to set a speed limit or the process. Currently,
cities and villages can make a speed limit change if they
follow the Manual on Uniform Traffic Control Devices
(MUTCD) guidelines and have it certified by a professional
engineer; however, counties and towns still need to petition
the NYSDOT.
Posting a speed limit in a school zone is controlled by the
Vehicle and Traffic Law and MUTCD criteria, and a summary
of the requirements and considerations for posting a
Section FivePolicy and Process Review
school zone speed limit can be found on the NYSDOT
website. These zones, according to the NYSDOT website, are
primarily used to enhance safety for children who walk
or ride to school or a childcare facility. It further states that
the need for a school speed limit is diminished if most or all
students are provided transportation; however, it does not
preclude them if there are other safety reasons related to
students walking or bicycling along or across a road near a
school.4
Traffic Violation Monitoring Systems include speed cameras,
red light cameras, and school bus photo violation monitoring
systems. Speed cameras are currently permitted by the New
York State Legislature in school and work zones in New York
City, Albany, and Syracuse. New York City was first permitted
to use the cameras in 1994. In 2013, the state legislature
amended the legislation to permit cameras in school zones
during certain times related to school hours of operation.
Tickets issued are sent to the vehicle owner as the camera
captures the license plate and vehicle, not the driver. Red light
cameras are currently only permitted in certain jurisdictions,
such as New York City, Nassau County, Yonkers, Albany, and
a handful of others. Lastly, New York State Legislation (VAT
Article 29, Section 1174-A) allows counties, cities, towns, or
villages to use school bus photo violation monitoring systems
on roads they own in school districts for traffic violations
related to drivers passing stopped school buses.
New York State approved the Automated Work Zone Speed
Monitoring Program in 2021 to help enforce speed limits in
highway construction and maintenance work zones along
New York State highways – issuing tickets to vehicles traveling
in excess of 10 miles per hour over the work zone speed
limit on NYSDOT-maintained roads or on the New York State
Thruway. This is a joint initiative between NYSDOT and the
New York State Thruway Authority that builds upon ongoing
efforts to better protect highway workers. Cameras are in
4 Additional information can be found on the NYSDOT website: https://www.dot.ny.gov/about-nysdot/faq/posting-speed-limit-within-a-school-
zone.
5 NYSDOT Highway Design Manual, Chapter 18 Pedestrian Facility Design
operation in New York City, Albany, Buffalo, along the New
York State Thruway, and in other parts of the state. Locations
may vary on a rotating basis and are publicly available.
Vulnerable Road Users
Chapter 18 of the NYSDOT Highway Design Manual for
Pedestrian Facility Design requires consideration for the
accommodation of pedestrians, including pedestrians with
disabilities in the planning process. Those considerations
should include, at minimum, “a presumption that pedestrians
will be accommodated unless pedestrian access is prohibited
by law.”5
The Pedestrian and Bicycle Policy aims to develop a
transportation system that offers travel mode choices that
are inclusive of, accessible to, convenient, and safe for
pedestrians and bicyclists. The objectives of the policies are to
promote the development of pedestrian and bicycle networks
that support sustainable and livable communities, minimize
the impact on natural resources, reduce greenhouse gas
emissions, and improve quality of life.
NYSDOT is currently developing an Active Transportation
Strategic Plan (ATSP) to improve walking, biking, and using a
wheelchair throughout New York State. The ATSP will provide
direction and guidance for future active transportation
investments. The ATSP will replace the New York State Bicycle
and Pedestrian Plan from 1997.
Impaired Driving Policy
Leandra’s Law, signed into New York Law in 2009, requires
any person sentenced for driving while intoxicated to have
an ignition interlock installed on their vehicle for at least
six months. Ignition interlocks reduce the likelihood of
recidivism, which can result in a reduction in impaired driving
crashes.
34
Policy and Process Review
35
Occupant Protection Policy
In 1984, New York passed the nation’s first seat belt law. The
law allowed for primary enforcement and covered all front-
seat passengers and children up to ten years of age riding
in the back seat. Since November 2020, New York requires
that every occupant inside the vehicle regardless of seat
position wear a safety restraint. Additionally, passengers
under 16 years old must wear a seat belt or other restraint as
determined by height and weight.
Regional Policy Review
Complete Streets
ITCTC has a Draft Complete Streets Network Map but there is
no formal Complete Streets Policy for Tompkins County.
Safety Targets
ITCTC passed Resolution 21-04: Supporting Tompkins
Consolidated Area Transit’s Transit Safety Targets for Transit
Safety Performance Measures, which sets transit safety targets
for fatalities, injuries, safety events, and system failures for
fixed-route, deviated fixed-route, and paratransit service.
ITCTC also agreed to support NYSDOT statewide targets for
Safety Performance Management Measures per Title 23 Part
490.207 of the Code of Federal Regulations.
Municipal Policy Review
Complete Streets
The Town of Ithaca’s Complete Streets Policy (2015) aims
to create a safe, efficient, and well-connected multimodal
transportation system. This policy directs the Town to
reconstruct and maintain facilities to allow for safe travel and
welcoming environments, which are necessary for accessible
and safe travel for all users. Success will be evaluated
each year based on new facilities to aid connections for
multiple modes of travel (e.g., improvements to bike lanes,
crosswalks), roadway related crashes and injuries, number of
children walking or biking to school, and satisfaction levels
from surveys.
Roadway Speeds
Speed regulations for the Villages of Cayuga Heights, Dryden,
and Lansing within Tompkins County mandate maximum
speed limits of vehicles on highways within the corporate
limits of 30 miles per hour. These regulations commonly
include exceptions for school zones with limits of 15 to 20
miles per hour during school hours in the villages of Cayuga
Heights and Dryden.
Village of Cayuga Heights: Chapter 242 Article III Sidewalk
Districts notes that the Board of Trustees can create plans
for new sidewalks in a sidewalk district if 25 property owners
request it, provided that no existing plans dictate guidance
for sidewalk installation. The Board would also provide a
financing plan and have the authority to provide for the cost
of construction and maintenance of the sidewalk system.
The Town of Ithaca Comprehensive Plan (2014) states that
one of the Town’s goals is to control traffic speed through
road design standards, traffic calming, and reduction of road
widths.
Vulnerable Users
The City of Ithaca Bike Parking Ordinance in 2010 sets
standards for bicycle parking at businesses, apartments,
schools, offices, etc. as part of the site plan review process.
It has resulted in the installation of over 200 hundred new
bicycle parking spaces since 2007.
The Village of Lansing adopted Local Law 3 in 2021 which
requests that appropriate sidewalks be installed by owners
or developers when a special permit or subdivision is filed, as
stated in the Village of Lansing Greenway Plan (2022).
Safe Routes to School (SRTS)
ITCTC’s 2045 Long Range Transportation Plan documents that within the last ten years, the City of Ithaca, Villages of Trumansburg,
Cayuga Heights, and Dryden, and the Town of Ithaca were provided Safe Routes to School (SRTS) funding. ITCTC has and will
continue to support pedestrian and bicycle safety in the county through data, technical assistance, and funding opportunities.
Current Policy and Planning Landscape
Following a review of current policies, a number of potential gaps in state, regional, and municipal policies were identified.
Policy Gap Analysis
Potential gaps in state policies include:
• New York does not have a statewide Intersection Safety Action Plan. This plan would offer a systemic approach to reducing
crashes at high-risk locations and addressing the concerns of vulnerable road users. This approach helps identify, assess,
and address safety issues at intersections through data-driven, targeted strategies.
• According to NYSDOT’s Roadway Departure Safety Action Plan (2024), New York does not currently have a law prohibiting
aggressive driving. However, some aggressive driving behaviors can be labeled “reckless driving” or otherwise captured in
speed limit violations.
• New York State does not have an official policy for incorporating safety early in the transportation planning process. This
would be an integral role in implementing traffic safety practices as safety needs to be one of the components to be
considered for project prioritization in plans such as SHSPs, Transportation Improvement Programs (TIP), and Metropolitan
Transportation Plans.
• New York State’s safe passing law does not define “safe passing distance” for cyclists, whereas neighboring states define this
as 3’ to 4’.
Potential gaps in regional policies include:
• Tompkins County and ITCTC do not have a regional Vision Zero policy. Developing a Vision Zero policy can help eliminate
traffic fatalities and serious injuries by prioritizing safety in all transportation planning and design. The Vision Zero policy uses
a systemic framework to ensure that no road design, behavior, and enforcement fails to prioritize safety for all.
• Tompkins County and ITCTC do not have a regional Complete Streets policy. ITCTC recommends implementation of
Complete Streets features on roadways as part of its 2045 Long Range Transportation Plan. This policy can be a crucial first
step to reducing traffic crashes, improving public health, ensuring equity, and rectifying historical inequities of transportation
solutions.
• Tompkins County and ITCTC could create committees and coordinate with community engagement groups for roadway
safety for all modes, particularly non-motorized modes. By conducting this type of engagement, the needs of users of this
roadway system could be directly utilized to help tailor safety improvements for these specific needs.
36
Policy and Process Review
37
• ITCTC identified safety education as a priority for investment in the 2045 Long Range Transportation Plan. The Plan
suggested programs for elementary schools and seniors and identified community groups for partnerships. Tompkins
County and ITCTC do not have regional education campaigns to curtail dangerous driving behavior (e.g., aggressive driving,
driving under the influence). These campaigns could help raise awareness of the risk and consequences of dangerous
driving behavior.
• Tompkins County could proceed with passing a defined safe passing law (defining safe passing distance as 3’ to 4’), following
the precedent set by Monroe and Suffolk Counties.
Potential gaps in municipal policies include:
• The City of Ithaca Comprehensive Plan (2015) identified the need to work with community partners on educational
campaigns addressing distracted driving. Educational campaigns are needed to raise awareness on safe driving behaviors,
change driver attitudes, and improve compliance with traffic safety rules.
• The Town of Ithaca aims to maintain a vehicle crash database on a continuous basis. The data would help identify dangerous
locations and mitigate potential issues, as stated in the Town of Ithaca Comprehensive Plan (2014). Data collection is
necessary to create tailored strategies to effectively and efficiently meet transportation safety deficiencies. Additionally, the
Town of Ithaca strives to continue to petition the County and State for speed limit reductions in certain areas, as outlined in
the Town of Ithaca Comprehensive Plan (2014). Speed limit reductions can significantly impact the severity of crashes and
improve street safety, especially on roadways frequented by vulnerable road users.
• The Town of Caroline aims to prioritize safe roadways with sensible and enforceable speed limits, as stated in the Town of
Caroline Comprehensive Plan (2020).
• The Town of Danby seeks to work with TCAT to expand mobility options for the population, especially for seniors and youth,
as stated in the Town of Danby Comprehensive Plan (2011). Increasing mobility options and prioritizing accessible non-
motorized connections can significantly raise safety amongst vulnerable road users and decrease the likelihood of serious
crashes with these users.
• Municipalities in Tompkins County can develop and embrace Vision Zero and Complete Streets policies to enhance roadway
safety and accelerate progress towards this goal. These policies provide multidisciplinary approaches and strategies to
eliminate roadway related fatalities and serious injuries.
• Automated enforcement can be used to supplement enforcement strategies, targeting speeding in high-risk locations,
such as work zones or school zones. Few cities in New York (e.g., New York City, Buffalo) have implemented automated
enforcement strategies. These could be adopted more widely in Tompkins County.
• Municipalities in Tompkins County can also improve their project development processes to advance Complete Streets
design principles. These processes can develop a roadway system and design an environment that ensures safety for all
road users.
• Local municipalities can consider adoption of local safe passing ordinances, defining required passing distance and requiring
motorists to safely pass someone traveling on a bicycle.
Policy and Process Recommendations
The potential gaps and best practice review informed the policy recommendations,
which are outlined below. Lead and partner agencies, emphasis areas, safe system
approach elements, timelines, and potential funding sources (if applicable) are identified.
Project Development
The New York State SHSP (2023) requires the use of the Complete Streets checklist when designing roadway projects to develop
safety measures for all road users. Quick-build projects allow municipalities to explore short-term safety solutions as one iteration of
design.
Table 4 - Project Development Recommendations
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline
Funding (if
applicable)
Incorporate Complete
Streets measures in project
development to consider
safety for all roadway users.
Municipalities Tompkins
County,
ITCTC
Vulnerable Road
Users, Roadway
Departures
Safer Speeds,
Safer Roads
Ongoing Not Identified
Consider incorporation of
Vision Zero and Complete
Streets criteria when selecting
new projects for the TIP.
ITCTC Municipalities Vulnerable Road
Users, Roadway
Departures
Safer Speeds,
Safer Roads
Ongoing Not Identified
Create and share educational
materials for quick-build
demonstrations to local
member agencies.
ITCTC Municipalities Intersections,
Roadway
Departures
Safer Roads 1 year Not Identified
POLICY AND
PROCESS CHANGES
38
Policy and Process Review
39
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline
Funding (if
applicable)
Develop Complete Streets
policies that reflect community
needs, prioritize the safety
of vulnerable road users,
and are actionable through
strong partnerships with
stakeholders.
ITCTC Municipalities Vulnerable Road
Users, Roadway
Departures
Safer Vehicles,
Safer Speeds,
Safer Roads
1-3 years Municipal
Create a member agency
working group to ensure
Complete Streets policies are
consistent with transportation
plans.
ITCTC Municipalities,
Tompkins
County
Vulnerable Road
Users, Roadway
Departures
Safer Roads 1-2 years Not Identified
Ensure that streets provide
seamless connections
between different
transportation modes, such
as safe access to bus stops,
bicycle routes, and pedestrian
walkways, encouraging more
sustainable transportation
choices.
Municipalities ITCTC Vulnerable Road
Users, Alternate
Road Vehicles
and Commercial
Vehicles, Age
Related
Safer Vehicles,
Safer Roads
1-3 years Not Identified
Regularly assess street safety
through Road Safety Audits
and evaluations to identify
potential hazards and address
safety gaps for all road users.
Municipalities ITCTC Intersections,
Vulnerable Road
Users, Roadway
Departures
Safer Vehicles,
Safer Roads
1-3 years Highway
Safety
Improvement
Program
Complete Streets
Complete Streets frameworks are tailored by communities’ unique processes and evaluate the street design components to
augment quality of life, reduce roadway related fatalities and injuries, and create a welcoming and convenient environment for all.
Partnerships and coordination among government agencies, community organizations, and community members are required to
establish a system that effectively meets the needs of road users.
Table 5 - Complete Streets Recommendations
Reduce Speed Limits
Speed limits reflect the use-type of roadways and must be limited to lower the risk and severity of crashes. Factors such as
intersections with other roadways, traffic volumes, road environment, and presence of vulnerable users can impact how speed
limits are set. Generally, speed limits can play a valuable role in curbing dangerous human behaviors, reducing friction with other
transportation modes, and creating a predictable road environment. New York State Legislation (A.1007-A/S.2021-A) allows cities,
towns and villages to reduce speed limits to 25 miles per hour on facilities which they own, pursuant to an engineering study in
accordance with the MUTCD, to help prevent roadway-related fatalities and serious injuries.
Table 6 - Reduce Speed Limits Recommendations
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Enforce lower motor vehicle
speeds, especially in school
zones.
Municipalities Tompkins
County, ITCTC
Vulnerable Road
Users, Roadway
Departures,
Aggressive
Driving
Safer Speeds 1-2 years Police Traffic
Services (PTS)
grant program
Pursue speed limit reductions
in locations with high
pedestrian and bicycle
volumes.
NYSDOT Tompkins
County, ITCTC,
Municipalities
Vulnerable Road
Users, Roadway
Departures,
Aggressive
Driving
Safer Speeds 1-2 years Not Identified
Create a Speed Limit Study
template in accordance
with the Manual of Uniform
Traffic Control Devices and
guidance from FHWA and the
National Association of City
Transportation Officials.
NYSDOT Tompkins
County,
municipalities
Intersections,
Roadway
Departures,
Aggressive
Driving
Safer Speeds 1-2 years State
40
Policy and Process Review
41
Vision Zero Action Plan & Data Monitoring
Vision Zero action plans allow communities to use a holistic framework to recognize that traffic deaths are preventable. Action plans,
however, are the start of an on-going process of infrastructure improvements and data monitoring.
Table 7 - Vision Zero Action & Data Monitoring Recommendations
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Prioritize infrastructure
improvements at locations
that see the highest number
of severe and fatal crashes
(using a Hot Spot screening
approach).
Municipalities ITCTC Intersections,
Vulnerable Road
Users, Roadway
Departures
Safer Roads 5 years Not Identified
Adopt a proactive, ongoing
data monitoring approach to
identify and address high-risk
locations and behaviors across
the entire transportation
system.
ITCTC Municipalities Road User
Behaviors,
Aggressive
Driving
Safer Roads 1 year Municipal
Develop and adopt a Vision
Zero Policy.
ITCTC Municipalities,
Tompkins
County
Vulnerable Road
Users
Safer Roads 1 year Not Identified
Design Standards
Street Design Standards provide a systematic approach to developing safe, efficient, and welcoming streets for all users. Strong
guidance can be developed and implemented with close engagement with community members and strong partners to lead and
produce changes.
Table 8 - Design Standards Recommendations
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Develop Street Design
Standards in collaboration
with communities and
tailor street designs with
sensitivity to land use and
community context.
Tompkins
County
Municipalities,
ITCTC
Intersections,
Vulnerable Road
Users, Roadway
Departures
Safer Roads,
Safer Speeds
1-3 years SS4A
Implementation
Incorporate Complete
Streets strategies into
design standards, ensuring
that roads are designed to
accommodate all users.
Municipalities Tompkins
County
Intersections,
Vulnerable Road
Users, Roadway
Departures
Safer Roads,
Safer Speeds
Ongoing Not Identified
Prioritize safety interventions
on the High Injury Network
(HIN) to reduce roadway
crashes.
Municipalities Tompkins
County
Intersections,
Vulnerable Road
Users, Roadway
Departures
Safer Roads 3-5 years Not Identified
42
Policy and Process Review
43
Safe Routes to School (SRTS)
SRTS aims to provide safer and more comfortable ways for children to walk or bike to school. These programs feature engagement
with local communities, parents, and school leadership to develop strategies for robust, consistent, and effective implementation.
Table 9 - SRTS Recommendations
Education
Education can be a powerful tool in shifting driver behavior and attitudes to enhance road safety. The New York State SHSP (2023)
recommends supporting community traffic safety programs.
Table 10 - Education Recommendations
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Establish Safe Routes to School
programs in communities
to enhance safety access for
children.
Municipalities School
districts
Vulnerable Road
Users
Safer People 3 years NYSDOT
Transportation
Alternatives
Program (TAP)
Develop comprehensive
school travel plans in
partnership with schools, local
transportation agencies, and
community stakeholders.
Municipalities School
districts
Vulnerable Road
Users
Safer People 1 year NYSDOT
Transportation
Alternatives
Program (TAP)
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Increase education
campaigns to promote safe
road behavior and help the
public understand risks and
consequences of dangerous
road behavior.
NYSDOT ITCTC,
Tompkins
County,
municipalities,
Governors
Traffic Safety
Committee
(GTSC)
Road User
Behaviors,
Agre Related,
Aggressive
Driving
Safer People 1 year/
ongoing
Section 402
State and
Community
Highway
Safety Grant
Program
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Collect data before and
following safety improvements
to analyze outcomes.
NYSDOT ITCTC,
Tompkins
County,
municipalities
Road User
Behaviors,
Age Related,
Aggressive
Driving
Safer People Ongoing Not
Identified–
may be
eligible
through
design and
engineering
funding
Create and sustain a public
website that provides
information, resources,
training, and educational
opportunities.
ITCTC,
Tompkins
County
Municipalities Vulnerable Road
Users, Road
User Behaviors,
Aggressive
Driving
Safer People 1 year Not Identified
Traffic Violation Monitoring Systems
Traffic violation monitoring systems can help manage driver behavior. Other municipalities in New York have successfully established
speed cameras through legislation (see VAT Article 30, Section 1180-F). New York State Legislation (VAT Article 29, Section 1174-
A) allows counties, cities, towns, or villages to install and use school bus photo violation monitoring systems on roads they own in
school districts for traffic violations related to drivers passing stopped school buses.
Table 11 - Traffic Violation Monitoring Systems
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Pursue speed violation
monitoring systems in school
zones with the NY State
Legislature.
Tompkins
County
ITCTC,
Municipalities,
NY State
Legislature
Road User
Behaviors,
Aggressive
Driving
Safer Speeds 1-2 years Tompkins
County
Establish traffic violation
monitoring systems to prevent
the passing of school buses to
ensure compliance with road
safety laws and data collection
for identification of road safety
improvements.
Municipalities,
Tompkins
County
NYSDOT,
ITCTC, School
Districts
Road User
Behaviors,
Aggressive
Driving
Safer Speeds 1-2 years Municipal
44
Policy and Process Review
45
Speed Monitoring Displays
Speed monitoring displays provide real-time feedback to drivers and create immediate opportunities for driver reflection and
behavior correction. The display heightens awareness, which can help prevent roadway crashes, encourage safe driving, and reduce
speeding.
Table 12 - Speed Monitoring Displays Recommendations
Vulnerable Road Users & Equity
The New York SHSP (2023) recommends continuation of public awareness of vulnerable user safety issues, increased accessibility of
education, establishing VRU safety and enforcement training to police officers, and conducting community engagement training for
outreach with VRU. Moreover, best practices and SS4A guidance suggest prioritizing projects in environmental justice communities.
Table 13 - VRU & Equity Recommendations
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Install more speed monitoring
displays to correct driver
behavior in real-time.
NYSDOT,
Tompkins
County,
municipalities
ITCTC Road User
Behaviors,
Aggressive
Driving
Safer Speeds 1 year Municipal
Install speed monitoring
displays in neighborhoods
with high pedestrian traffic or
in school zones.
NYSDOT,
Tompkins
County,
municipalities
ITCTC Vulnerable Road
Users, Road
User Behaviors,
Aggressive
Driving
Safer Speeds 1 year Municipal
Lead
Agency Partner Agency
SHSP
Emphasis
Area
Safe System
Approach
Element Timeline Funding
Increase promotion of
vulnerable user safety through
public campaigns, community
outreach, and additional safety
training.
ITCTC,
NYSDOT
Municipalities,
Tompkins County
Vulnerable
Road Users
Safer People 1 year Section 402
State and
Community
Highway Safety
Grant Program
Prioritize protected
infrastructure on critical gaps
in the bicycle and pedestrian
networks.
ITCTC,
NYSDOT
Municipalities,
Tompkins County
Vulnerable
Road Users
Safer Roads 1-5 years Section 402
State and
Community
Highway Safety
Grant Program
Work Zone Safety
Work Zone Safety refers to the strategies and measures implemented to protect workers, drivers, and pedestrians within road
construction and maintenance areas. Ensuring safety in work zones is a critical component of the SS4A approach, which focuses on
minimizing traffic-related injuries and fatalities. Work zone safety includes the use of appropriate signage, barriers, traffic control
devices, and speed reductions to mitigate risks associated with construction zones.
Table 14 - Work Zone Safety Recommendations
Lead
Agency Partner Agency
SHSP
Emphasis
Area
Safe System
Approach
Element Timeline Funding
Evaluate lighting and
street conditions for safety
improvements.
ITCTC,
NYSDOT
Municipalities,
Tompkins County
Vulnerable
Road Users
Safer Roads 1-3 years Section 402
State and
Community
Highway Safety
Grant Program
Evaluate how project
prioritization processes can
incorporate equity as a factor.
ITCTC,
NYSDOT
Municipalities,
Tompkins County
Vulnerable
Road Users
Safer Roads 1 year Not Identified
Lead Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Employ proper training and use
of safety protocols for workers.
NYSDOT,
municipalities,
Tompkins
County
ITCTC Alternate Road
Vehicles and
Commercial
Vehicles
Safer People 6-9
months
Section 405
National
Priority Safety
Program
Deploy work zone speed
cameras where possible.
NYSDOT, New
York State
Thruway
Authority
(NYSTA)
Alternate Road
Vehicles and
Commercial
Vehicles, Safer
Speeds
Safer Roads 1-2 years State
47 46
Data
The New York SHSP (2023) recommends expansion of data collection on all public roads, which can include: consolidation of
pedestrian count data, use of travel demand models to identify pedestrian and cyclist activity, collection of demographic data on
police reports. Additional best practice recommendations include collaboration for vulnerable road user data collection strategies
and continuation of CLEAR training for NYSDOT staff, local municipalities, and ITCTC.
Table 15 - Data Recommendations
Lead
Agency
Partner
Agency
SHSP Emphasis
Area
Safe System
Approach
Element Timeline Funding
Strengthen data collection
through consolidation of
mode-based data, increased
intake of varied data types,
and training and collaboration
with other entities.
ITCTC,
NYSDOT
Municipalities,
Tompkins
County
Vulnerable Road
Users, Alternate
Road Vehicles
and Commercial
Vehicles, Age
Related
Safer Roads Ongoing Municipal
Regularly collect and analyze
detailed crash data to identify
trends, hotspots, and areas
with serious injuries and
fatalities incidents.
ITCTC,
NYSDOT
Municipalities,
Tompkins
County
Intersections,
Roadway
Departures
Safer Roads Ongoing Not Identified This section provides a comprehensive set of project and
strategies to address the challenges identified in the SS4A
Action Plan development process. These elements include:
• Twenty-one profiles of priority locations, including
project recommendations and cost estimates
• Systemic Countermeasure Packages
• Emphasis Areas, Strategies, and Actions table
These three sections meet the required SS4A plan element
of strategy and project selections. Each section was
determined by local data, best practices, stakeholder input,
and equity considerations. In combination, these sections
seek to address the safety problems described in prior
memos and the Action Plan. All three sections align with
both the Safe System Approach and the New York SHSP.
Priority Location Profiles & Recommendations
The 21 Priority Location Profiles are located in Appendix
B. Segments and intersections with high weighted scores
in each participating municipality based on several factors,
including overrepresentation of crashes, VRU crashes and
risks, equity priority areas and destinations, and isolated
transit stops, were selected and then discussed with
representatives of those jurisdictions. The final network
contains 11 intersections and ten segments for a total of 21
priority safety locations.
Each Priority Location Profile is divided into four sections:
Existing Conditions, Crash Analysis, Countermeasure
Recommendations, and Cost Estimates. There are 21
project sites, numbered one through 21. Sites one
through 11 are intersections, while sites 12 through 21 are
segments. Throughout the profiles, photos taken during
field observations and those provided by municipalities are
included.
The Existing Conditions section includes the project site
aerial, key characteristics, key findings, and an existing
conditions narrative. Both intersections and segments
share similar data points, such as functional classification,
Average Annual Daily Traffic (AADT), speed limit, roadway
ownership, and adjacent land use. The key differences are
that intersections include intersection type, while segments
include a description and segment length. The Key Findings
section provides a summary of the entire profile. The
Existing Conditions section describes the surrounding
roadway as well as the project site and its vicinity.
Section SixStrategy and Project Selections
STRATEGY AND
PROJECT SELECTIONS
48
Strategy and Project Selections
49
The Crash Analysis section presents a summary of crashes
that have occurred between 2018 and 2023. The data,
derived from NYSDOT CLEAR crash data set, includes both
visual and narrative breakdowns of the crash types. This
section highlights the total number of fatal and serious
injury crashes and includes a map showing specific crash
locations for various user groups (e.g., auto, bicycle,
pedestrian, deer/animal, and others).
The Countermeasure Recommendations section is divided
into two pages: one page features a plan view illustration,
followed by a narrative that explains each recommended
countermeasure. This approach allows for the communication
of information both visually and descriptively.
For intersections, the illustration offers a detailed depiction of
the layout and signage, as intersection recommendations are
more complex due to the localized nature of the site, allowing
for more specific recommendations. For segments, the
illustration includes icons representing FHWA Proven Safety
Countermeasures, where applicable, as these sites typically
cover greater distances and require different countermeasure
considerations.
The Cost Estimates section includes a spreadsheet detailing
the breakdown of quantities, units, unit costs, and total costs
for each countermeasure, along with a subtotal and a ten
percent contingency range. This section was prepared in
February of 2025 utilizing bid tabulation data provided by the
NYSDOT Electronic Pay Item Catalog, along with the current
state of the construction market in the upstate New York
area. The most recent year data available was used for each
individual unit cost, and these estimates are to be used for
planning purposes only.
Systemic Countermeasure Packages
NYSDOT has approved an increasing number of systemic
treatments that are adopted in the NY SHSP through the
further adoption of specific Emphasis Area plans.
These include:
• Pedestrian Safety Action Plan (2018)
• Vulnerable Road User Safety Assessment (2023)
• Roadway Departure Safety Action Plan (2024)
These plans include both individual countermeasures and
packages that are tailored to specific Focus Facilities and
other locations demonstrating identified Risk Factors. The
Systemic Treatment Packages for Intersections, Pedestrians,
Roadway Departures, and Speed Management bring together
the approved countermeasures included in each NYSDOT
Emphasis Area plan, Engineering Instruction bulletins, or
other national guidance.
A full list of the Systemic Countermeasure Packages are in
Appendix C. The Packages are grouped with the intent of
providing facility owners with broad guidance for multiple,
layered countermeasures that together will have a cumulative
reduction in the risk of fatal or severe injury crashes. They
are arranged by Focus Facility, eligibility, countermeasure
type, and compatibility. Those indicated as ‘HSIP-eligible’
will be eligible for the HSIP without site-specific benefit-cost
analyses. Individual countermeasures may be required to
have a field evaluation and “Enhanced” packages may require
further study.
The countermeasures are intended to be implemented
through a number of means:
• “Bundling” in a single contract across multiple focus
facilities across one or more jurisdictions;
• Added as safety improvement scope in capital
projects; or
• Incorporated into routine pavement, signage, and
signal maintenance programs.
Emphasis Areas, Strategies, & Actions
Throughout the SS4A Plan development process, the project team and stakeholders narrowed down Emphasis Areas, strategies,
and actions to guide the final plan and provide an actionable list of items for the project team to be able to implement after the plan
development is completed. Emphasis Areas, strategies, and actions were created through a combination of the following:
• New York State Highway Safety Plan
• Tompkins County crash data
• Safe Systems Approach guidance
• Themes gathered from public input
• Municipality input
• Review of relevant local documents and plans, including:
• ITCTC’s Long-Range Transportation Plan
• Tompkins County and municipal comprehensive plans
• State Route 13 Corridor Study
The Emphasis Areas for this Plan are the following:
• Intersections
• Roadway Departures
• Vulnerable Road Users
• Age-Related
• Road User Behavior
The final, complete table of action items organized by Emphasis Area and strategies, with suggested action leaders, the associated
safe system element, level of resources needed, and timeline, is available in Appendix D. This list is consistent with the strategies
and themes of the New York SHSP but adapted to the local context of Tompkins County and the participating municipalities in this
project. The full list of actions can be used as an implementation tool for the participating jurisdictions to determine next action
steps in the various areas of safety, from infrastructure, behavior, and enforcement.
A prioritized list of actions, seen in Table 16, were determined based on discussions with the project team and stakeholders
throughout the process. The full list of recommended action items is in Appendix D, which includes Secondary Emphasis Areas. For
transparency and to track progress, Section 7 provides suggested performance measures to track the highlighted strategies and
actions.
50
Strategy and Project Selections
51
Table 16 - Highlighted Emphasis Areas, Strategies, & Actions
Emphasis
Areas Strategies Actions Performance Metric Action Leader
Safe System
Element
Resources
Needed Timeline
Intersections Implement proven
safety countermeasures
and low-cost solutions
at priority intersections
to mitigate likelihood
and severity of
intersection crashes
based on location-
specific crash data
Implement applicable countermeasures from the Systemic Treatment Package
for Intersections.Number of countermeasures implemented All municipalities Safer Roads Medium Long-Term
Focus on roundabout implementation to reduce speed while improving traffic flows Number of roundabouts installed All municipalities Safer Roads,
Safer Speeds High Long-Term
Continue to improve signage, signal timing, and enhance pavement markings
where needed at intersections
Number of intersection signage, signal timing,
and pavement marking improvements All municipalities Safer Roads Medium Mid-Term
Increase sight distance (visibility) of intersections on approaches, improve lighting,
and maintain/repair nonoperating traffic detectors in signalized intersections
Number of signalized intersections with
improvements All municipalities Safer Roads Medium Mid-Term
Develop and adopt an Intersection Control Evaluation (ICE) process that uses the SSA
for determining appropriate intersection design to consider roundabouts at all
intersections that are being designed or considered for signalization
Development and adoption of ICE process All municipalities,
ITCTC, County Safer Roads High Long-Term
Implement permanent curb extensions, roundabouts, or other treatments to slow
turning vehicle speeds at high crash intersections Number of treatments All municipalities Safer Roads,
Safer Speeds Medium Mid-Term
Implement systemic
safety improvement
projects at high-risk
intersections
Consider widespread implementation of mini and regular roundabouts using quick
build design practices Number of quick build roundabouts installed Rural municipalities Safer Roads Medium Long-Term
Target unusual and outdated intersection configurations for modernization, such as
dog-legs, 5 or 6 legged intersections, skewed intersections where the legs are not
perpendicular and visibility is low
Number of intersections updated All municipalities Safer Roads High Mid-Term
Support policy
initiatives to improve
intersection safety
Consider removing permissive left turns during active pedestrian phase, and develop
criteria for where a No Turn on Red policy can apply, starting with intersections along
the High-Injury Network (HIN). Coordinate with NYSDOT as needed.
Number of left/right turn policies updated All municipalities,
NYSDOT
Safer Roads,
Safer People Low Short-Term
Develop Intersection Street Design Standards in collaboration with communities and
tailor street designs with sensitivity to land use and community context Develop Standards ITCTC, County, NYSDOT,
All municipalities
Safer Roads,
Safer Speeds Medium Mid-term
Roadway
Departures
Implement proven
safety countermeasures
and low-cost solutions
to reduce roadway
departure crashes
based on roadway
departure crash data
on priority segments
Implement applicable countermeasures from the Systemic Treatment Package for
Roadway Departures that address roadway departure crashes Number of countermeasures implemented All municipalities Safer Roads Medium Mid-Term
Assess pavement and striping conditions along the HIN roadways or priority segments;
identify locations to use repaving and restriping to implement safer road designs;
coordinate with resurfacing and restriping programs to prioritize and implement
necessary locations
Miles of pavement/striping assessed and
improved All municipalities Safer Roads Medium Short-Term
Pilot pavement friction countermeasures and evaluate their performance in crash reductions Pilot and evaluation conducted All municipalities Safer Roads,
Safer Vehicles Medium Mid-Term
Implement systemic
safety improvements to
decrease the severity
of roadway departure
crashes
Pilot pavement friction countermeasures and evaluate their performance in
crash reductions Pilot and evaluation conducted All municipalities Safer Roads,
Safer Vehicles Medium Mid-Term
52
Strategy and Project Selections
53
Emphasis
Areas Strategies Actions Performance Metric Action Leader
Safe System
Element
Resources
Needed Timeline
Pursue a collaborative contract for ball bank studies to develop a county-wide inventory
of horizontal curves Contract and inventory completed All municipalities,
County Safer Roads Low Mid-Term
Provide shoulder widening for Focus Facilities identified in the Joint Safety Action Plan’s
systemic analysis Percentage of Focus Facility shoulders widened Rural municipalities Safer Roads,
Safer Vehicles Medium Mid-Term
Develop low-cost systemic horizontal curve program that includes countermeasures
such as clear zone improvements, lighting, etc.Program established All municipalities Safer Roads Low Short-Term
Upgrade guiderail to current standards and replace existing barriers that are damaged
or non-functional, and examine guardrail and other assets’ repair policy, including the
repair versus replace policy
Percentage guiderail compliant/updated All municipalities Safer Roads,
Safer Vehicles Medium Mid-Term
Use Motorcycle Protection Systems (MPS) to provide bottom protection to the
guiderail systems to prevent or cushion rider interactions with discrete elements of
guardrail to enhance motorcycle safety
MPS added to guiderail system policy All municipalities Safer Roads,
Safer Vehicles Medium Mid-Term
Vulnerable
Road Users
Continue implementing
infrastructure programs
to enhance vulnerable
road user safety on
priority segments, at
priority intersections,
and in High Risk areas
Utilize FHWA STEP, Proven Safety Countermeasures, and the Systemic Treatment
Package for Pedestrians to systemically implement countermeasures with known safety
benefits at both uncontrolled and signalized crossing locations
Number of countermeasures implemented All municipalities Safer Roads,
Safer Vehicles Medium Long-Term
Implement Complete Street Design Guide recommendations for priority intersections, gateway streets,
and Special Focus streets Number of recommendations implemented All municipalities Safer Roads,
Safer People Medium Short-Term
Implement pedestrian-friendly signal cycle lengths and leading pedestrian intervals at traffic signals Number of signal updates implemented All municipalities Safer Roads,
Safer People Low Mid-Term
Fix or remove surface irregularities, and provide routine maintenance of bicycle and pedestrian
accommodation facilities Number of facilities improved Rural municipalities Safer Roads Medium Mid-Term
Consider installing sidepaths or separated/raised/protected facilities for bike lanes on roadways with
speeds above 35 mph Number/mileage of facilities installed Rural municipalities Safer Roads,
Safer People High Mid-Term
Provide buffers, such as with paint, greenspace, trees, etc., to provide greater separation between
vehicular traffic and sidewalks, bicycle lanes, or sidepaths Miles of buffers installed Rural Municipalities Safer Roads,
Safer People Low Mid-Term
Develop a vulnerable road user safety assessment as outlined in Vulnerable Road User Safety
Assessment Guidance Assessment created County, All
municipalities
Safer Roads,
Safer People High Long-Term
Provide effective lighting and enhance conspicuity of pedestrians and bicyclists based on FHWA
Pedestrian Lighting Primer Number of lighting updates installed All municipalities Safer Roads,
Safer People Medium Short-Term
Close gaps in bicycle and pedestrian networks Miles of network gap closed County, Rural
municipalities Safer Roads Medium Mid-Term
54
Strategy and Project Selections
55
Emphasis
Areas Strategies Actions Performance Metric Action Leader
Safe System
Element
Resources
Needed Timeline
Enhance data
processes to obtain
vulnerable road user
volume, crash, and
infrastructure data
(especially in High-Risk
Areas)
Collect additional non-motorized crash, volume, and infrastructure data to improve
crash trends and high-risk areas analysis while including equity considerations Crash data collection updated All municipalities Safer Roads,
Safer People Low Mid-Term
Focus education
efforts aimed at safe
roadway behavior and
awareness of laws
regarding vulnerable
road users
Work with local advocacy groups to conduct safety campaigns and/or giveaway
programs to promote the use of safety equipment like active lights, reflectors, and r
etroreflective clothing among pedestrians and bicyclists
Number of campaigns, events, hours, or
giveaways All municipalities Safer Roads,
Safer People Low Mid-Term
Conduct enforcement and education campaigns (i.e. NYS Department of Health videos)
focused on addressing dangerous driving behaviors that threaten non-motorized
road users
Number of campaigns or clicks County, All
municipalities Safer Roads Low Mid-Term
Partner with schools to distribute educational brochures and materials with
identified Safe Routes to Schools Number of schools All municipalities Safer People Low Short-Term
Recruit effective partners to ensure the vulnerable road user programs are reaching
diverse and underserved communities Number of partners or hours All municipalities Safer People Low Mid-Term
Age-Related Support and implement
improved public
transportation options
and accessibility
Identify and promote programs and activities like driver assessments, public transit,
and driver improvement programs that help older road users stay mobile Number of programs or activities All municipalities Safer Roads,
Safer People Low Mid-Term
Increase awareness of
driving risks to younger
drivers amongst teens,
college age students,
parents and community
members
Expand and continue to support coalitions for safer teen driving, jurisdiction-wide
peer-led education activities, and teen/parent activities Number or hours of activities County, All
municipalities
Safer Roads,
Safer People Low Mid-Term
Road User
Behavior
Implement engineering
improvements to
mitigate high risk driver
behavior
Implement applicable countermeasures from the Systemic Treatment Package for
Speeding that address speeding crashes Number of countermeasures implemented All municipalities Safer Speeds Medium Mid-Term
Encourage the use of the FHWA Traffic Calming ePrimer to implement traffic calming
measures for all users, such as Speed humps, Raised crosswalks, etc. in coordination
with EMS and highway maintenance staff
N/A All municipalities, EMS Safer Speeds,
Safer Roads Low Short-Term
Increase usage of speed feedback (SFS) and dynamic warning signs to remind drivers
of travel speeds when entering urban areas or other high risk locations such as work
zones and continue to research the most effective locations for these signs
Number of SFS and/or dynamic warning signs
installed All municipalities Safer Speeds Low Mid-Term
56
Strategy and Project Selections
57
Emphasis
Areas Strategies Actions Performance Metric Action Leader
Safe System
Element
Resources
Needed Timeline
Develop a Traffic Calming Master Plan to guide the installation of traffic calming
infrastructure with input from EMS. Focus on installing speed reduction infrastructure
along high crash segments where excessive speed is a prominent crash factor
Plan developed All municipalities Safer Speeds, Safer
Roads Medium Mid-Term
Conduct coordinated
targeted enforcement
efforts and publicize
high-visibility
enforcement
Conduct high-visibility cell phone/text messaging enforcement to enforce the distracted
driving law Number of enforcement activities conducted All municipalities, Law
Enforcement Safer People Low Mid-Term
Continue jurisdiction-wide high-visibility enforcement and saturation enforcement in
active school zones, safety corridors, and work zones Number of enforcement activities conducted All municipalities, Law
Enforcement Safer People Low Mid-Term
Review the existing
speed management
standards and update
the speed limit setting
process
Perform speed studies to analyze impacts of posted speed limit change and potentially
lower local road speed limit to 25 mph to reflect safe speed threshold Speed stud(ies) conducted Rural municipalities Safer Speeds Medium Mid-Term
Conduct educational
and outreach efforts to
build awareness of safe
driving habits
Implement campaigns and provide education in schools on the dangers of
impaired driving Number of campaigns and/or schools
County, All
municipalities, School
districts
Safer People Low Short-term
Coordinate with safety partners to develop consistent speed related safety messaging
and distribute materials in local communities related to safe driving behavior Materials developed County, ITCTC, All
municipalities
Safer People,
Safer Speeds Low Short-term
Improve the collection
and quality of data
on high-risk driving
behavior
Increase training for law enforcement to record driver behavior characteristics and
related observations on crash report forms and ensure they can be recorded in crash
database
Conducted training
All municipalities,
County, Law
Enforcement
Safer People Low Short-term
Increase data sharing between local officers and engineering agencies to identify and
develop solutions for problematic areas Data inventory
All municipalities,
County , Law
Enforcement
Safer People Low Short-term
Improve and expand
the availability and
accessibility of child
restraint system
inspection stations and
increase the correct use
of child restraints
Host car seat awareness and instruction classes, and provide support for child seat
giveaway programs for populations that have lower than average proper car seat use,
especially in diverse and underserved communities
Number of events and/or giveaways provided County, All
municipalities Safer People Low Short-term
58
Performance Measurement & Transparency
The Plan goal to eliminate fatal crashes and reduce serious injury crashes by
50% by 2040 will require a collaborative effort among the project team and
stakeholders. To measure progress towards this goal and the implementation of
this Plan, both process and outcome measures will be reported publicly.
Outcome measures will focus on the end goal of this plan, which is to reduce the
fatal and serious injuries across all crash types. This will be publicly shown in the
online Safety Data Performance Viewer created for this project, hosted on the
project website. Examples of these outcome measures include:
• Total crashes
• Fatal crashes
• Serious injury crashes
• Fatalities
• Serious injuries
These statistics can be further broken down on the online Safety Data Performance Viewer by filters such as municipality, year,
and Emphasis Area.
Tracking and reporting process measures will provide transparency in how the region will get to the outcome measures. The
“performance metric” column of Table 16 provides information on how to report progress on the Plan’s highlighted action
items.
This Joint Safety Action Plan is designed to complement the New York SHSP and VRU Safety Assessment, which were last
updated in 2023. It is recommended that this Plan coordinates its update with the State-level plan updates in 2028. However, in
the meantime, it should be treated as a living document that is continuously referenced and updated as needed.
Section SevenProgress, Transparency, and Next Steps
Elimination of fatal
crashes and a 50%
reduction in serious injury
crashes by 2040
PLAN GOAL
Progress, Transparency, and Next Steps
59
The project team is committed to promoting transparency about this Plan and as such, intend to the take the following steps:
• Report and track both the outcome measures (fatal and serious injuries from crashes) and progress towards the 2040 goal,
as well as pre-determined process measures from Table 17, annually through the Implementation Program Annual Report.
This Annual Report will be sent to the Advisory Committee members and made publicly accessible on the project website,
hosted by Tompkins County.
• Hold public meetings annually to present the findings and results from the Annual Report.
• Annually update the public Safety Data Performance Viewer to monitor trends in traffic fatalities and serious injuries.
• Post the Safety Action Plan on the project website to allow jurisdictions to download and reference the document when
implementing safety countermeasures and preparing their grant applications.
• Continue to share safety project updates at the ITCTC’s Planning, Policy, and Joint Committee meetings as most of the project
members attend these meetings and the results are relevant to everyone attending.
Future Planning & Next Steps
In the coming years, the following steps will be taken:
• Designate a Tompkins County SS4A Joint Safety Action Plan Vision Zero Coordinator and continue meeting as a project team
to prepare the Annual Report and update the project website.
• Maintain strong relationships with stakeholders through regular engagement and communication.
• Promote and educate the stakeholders about the Joint Safety Action Plan, its goals, and progress.
• Annually update the public Safety Data Performance Viewer based on new data.
• Pursue additional funding opportunities, including SS4A Implementation Grants.
Acknowledgements
The project team thanks all of the stakeholders involved throughout this project, including members of the public that shared their
safety concerns and feedback. The project team would also like to thank USDOT for the opportunity to pursue this Safety Action Plan
to make Tompkins County a safer place for all residents and visitors.
PROGRESS AND
TRASPARENCY METHODS
60
Glossary
61
Glossary
Key Terms
Fatal or Serious Injury Crash: A fatal or serious injury crash
involves a motor vehicle traveling on a trafficway customarily
open to the public. A fatal crash must result in the death of
at least one person (occupant of a vehicle or a non-motorist)
within 30 days of the crash. This definition aligns with the
definition of a fatal traffic crash in the Fatality Analysis
Reporting System.
High Injury Network: Identifies the highest concentrations
of traffic crashes resulting in serious injuries and fatalities
within a given roadway network or jurisdiction.
Road User: People who use roads in any way—driving,
walking, biking, taking transit, using mobility devices like
wheelchairs and canes, or getting around some other way.
Vulnerable Road User: People that are unprotected when
traveling and people with limited mobility are considered
vulnerable road users. This includes people walking, biking,
or using micromobility because they are not in a protective
vehicle. It also includes people with disabilities, seniors, and
children who may move slower, have difficulty navigating, or
are less visible to people in cars.
Acronyms and Abbreviations
CLEAR: Crash Location and Engineering Analysis and
Reporting
FHWA: Federal Highway Administration
HIN: High Injury Network
HSIP: Highway Safety Improvement Program
ITCTC: Ithaca-Tompkins County Transportation Council
LOSS: Level of Service of Safety
MUTCD: Manual on Uniform Traffic Control Devices
NYSDOT: New York Department of Transportation
SHSP: Strategic Highway Safety Plan
SRTS: Safe Routes to School
SS4A: Safe Streets and Roads For All
TCAT: Tompkins Consolidated Area Transit
USDOT: United States Department of Transportation
VRU: Vulnerable Road User
Appendix B
A-1
Appendix A - Signed Jurisdiction Resolutions
These Resolutions will be included in the final Plan.
B-1
Appendix B - Priority Location Profiles and
Recommendations
These Profiles will be included in the final Plan.
Appendix C
C-1
Package Project Delivery Countermeasure(s)
Applicable
Locations Focus Facility(ies)Planning Considerations NYSDOT Reference HSIP Eligible
Signalized Signals, Beacons,
Illumination
• Backplates with retroflective borders
• Retime signals for Yellow and Red clearance intervals and improved coordination
• Signal Ahead sign
• Turning vehicle yield to Pedestrian Sign
• Advance cross
Signalized
Intersections
Urban 3-leg (T,Y) and
Cross Intersections
Pedestrian Safety Action Plan
(Appendix B)✔
Signalized
Enhanced (Various)
• (Signalized)
• Raised Crosswalks
• No Turn on Red sign (Overhead Blank-Out)
• Restrict parking
• Lighting
• Dedicated left- and right-turn lanes
Signalized
Intersections
Urban 3-leg (T,Y) and
Cross Intersections
Pedestrian Safety Action Plan
(Appendix B)✔
Stop-
Controlled
Maintenance; Signs,
Markings, and
Delineators
• Double oversized advance intersection warning signs (on through approach)
• Double oversized advance “Stop Ahead” warning signs (on the stop approach).
• Doubled (left and right), oversized Stop signs.
• Retroreflective sheeting on sign posts.
• Enhanced pavement markings
• Painted stop bar
• Removal of sight distance obstructions
Stop-Controlled
Intersections
Rural Stop-Controlled
Intersections
FHWA Proven Safety
Counter Measures:
Systemic Application of
Multiple Low-Cost Counter-
measures at Stop-Controlled
Intersections
Stop-
Controlled
Enhanced
Signals, Beacons,
Illumination
• (Stop Controlled)
• Flashing beacons
• Lighting
Stop-Controlled
Intersections
Rural Stop-Controlled
Intersections
FHWA Proven Safety County
Measures: (Above); Lighting
Round-abouts Construction (2R/3R)
• Mini-Roundabouts
• Single-Lane Roundabouts
• Mixed Lanes Roundabouts
All Intersections (All)
NCHRP Guide for
Roundabouts; MassDOT
Guidelines for the Planning
and Design of Roundabouts
✔
Appendix C - Systemic Countermeasure Packages
Table 17 - Intersection Systemic Treatment Packages
C-2
Appendix C
C-3
Table 18 - Roadway Departure Systemic Treatment Packages
Package Project Delivery Countermeasure(s)
Applicable
Locations Focus Facility(ies)Planning Considerations NYSDOT Reference HSIP Eligible
Curve Signage
Maintenance; Signs,
Markings, and
Delineators
• Horizontal alignment signs*
• Advisory speed plaque*
• Chevrons and/or One Direction Large Arrow*
Horizontal curves
on Expressways,
Arterials, and
Collectors
Rural Principal and
Minor Arterials, Major
Collectors, Local
AADT > 1,000;
Roadway Departure Safety Action
Plan – Level 1 Counter-measures
(Table 19)
✔
Curve Signage
Enhanced
Maintenance; Signs,
Markings, and
Delineators
• Oversized horizontal alignments signs
• “Recommended” and/or “Optional” horizontal alignment signs (Table 2C-5 of
Section 2C-07 (MUTCD, 2009))
• Reflectorized sleeves on signposts
• Post-mounted or barrier mounted delineators
• Breakaway sign supports
Horizontal curves
on Expressways,
Arterials, and
Collectors
Rural Principal and
Minor Arterials, Major
Collectors
AADT > 1,000; KA Roadway
departure crash history, At
least 1 Risk Factors (Tables
5-6, RwDSAP)
Roadway Departure Safety Action
Plan – Level 2 Counter-measures
(Table 19)
✔
Curve
Corridors (Various)
• Wider edge lines
• Curve warning pavement markings
• Flashing beacons/driver feedback signs
• Shoulder widening (including SafetyEdge)
• Clear zone improvements
• Fill slopes
• Roadside barriers
Horizontal curves
Rural Principal and
Minor Arterials, Major
Collectors, Local
At least 2 Risk Factors (Tables
5-6, RwDSAP)
Roadway Departure Safety Action
Plan – Corridor Projects (Table 20);
NYSDOT EI 10-012
✔
Friction
Treatments Construction (1R)• High Friction Surface Treatments Horizontal curves Must include a Benefit-Cost
Analysis > 1
Roadway Departure Safety Action
Plan – Corridor Projects (Table 20)✔
Lighting Signals, Beacons,
Illumination • Lighting Curves Rural Principal Arterials NYSDOT Policy on Highway Lighting,
Warrant WAC-1 ✔
CARDS Minor Construction;
Construction (1R)• Centerline audible roadway delineators (CARDs)All Functional
Classifications
Rural Principal and
Minor Arterials
Posted speed > = 45 mph;
AADT >= 2,000; No Median or
Two-Way Left Turn Lane
NYSDOT Engineering Instruction
13-021 ✔
SHARDS
Maintenance; Signs,
Markings, and
Delineators
• Secondary Highway Audible Roadway Delineators (SHARDs)All Functional
Classifications
Rural Principal and
Minor Arterials
Posted speed > = 50 mph;
AADT >= 2,000; Lane and
Shoulder wide must be >= 17’
NYSDOT Engineering Instruction
16-014 ✔
C-4
Appendix C
C-5
Table 19 - Pedestrian Systemic Treatment Packages
Package Project Delivery Countermeasure(s)
Applicable
Locations Focus Facility(ies)Planning Considerations NYSDOT Reference HSIP Eligible
Pedestrian
Crossings
Maintenance; Signs,
Markings, and
Delineators
• High-Visibility crosswalks
• Restrict parking at intersections (“Daylighting”)
• Signal Ahead signs
• No Turn on Red Signs
• Stop Here for Pedestrians Signs (Section 2B.19, MUTCD, 2024)
Signalized
Intersections
Urban 3-leg (T,Y) and
Cross Intersections
No Turn on Red signs
should be prioritized near
schools and other pedestrian
generators
Pedestrian Safety Action
Plan – Signalized Intersection
Improvements (Appendix B)
✔
Pedestrian
Crossings
Enhanced
Signals, Beacons,
Illumination
• Leading Pedestrian Interval
• Pedestrian countdown times
• Evaluate left-turn phasing for pedestrian crossings
• Accessible Pedestrian Signals
• No Turn on Red sign (Overhead Blank-Out)
Signalized
Intersections
Urban 3-leg (T,Y) and
Cross Intersections
AADT > 1,000; KA Roadway
departure crash history, At
least 1 Risk Factors (Tables
5-6, RwDSAP)
Pedestrian Safety Action
Plan – Signalized Intersection
Improvements (Appendix B)
✔
Crosswalks
Maintenance; Signs,
Markings, and
Delineators
• High-visibility crosswalks
• Pedestrian warning signs
• Retroreflective sign posts
Uncontrolled
marked crosswalks
Urban Stop-Controlled
Intersections
At least 2 Risk Factors (Tables
5-6, RwDSAP)
Pedestrian Safety Action Plan
– Crosswalks at Uncontrolled
Locations (Appendix A)
✔
Crosswalks
Enhanced
Signals, Beacons,
Illumination
• Rectangular Rapid Flashing Beacons (RRFB)
• Raised pedestrian median refuge and/or corner island and/or curb extension
• Pedestrian Hybrid Beacons
Uncontrolled
marked crosswalks
Urban Stop-Controlled
Intersections
Must include a Benefit-Cost
Analysis > 1
Pedestrian Safety Action Plan
– Crosswalks at Uncontrolled
Locations (Appendix A)
✔
VRU Counter-
measures (Multiple)• Construction of new countermeasures at Signalized Intersections or
Uncontrolled marked crosswalks All Functional Class VRU “High-Risk” Areas only Vulnerable Road User Safety
Assessment (Strategy 1)✔
Transit Stop
Lighting
Signs, Markings, and
Delineators
• High-visibility crosswalks
• Enhanced signing and pavement markings
All Functional
Classifications Near public transit stops Vulnerable Road User Safety
Assessment (Strategy 1)✔
Transit Stop
Lighting
Signals, Beacons,
Illumination • Lighting All Functional
Classifications Near public transit stops Vulnerable Road User Safety
Assessment (Strategy 1)✔
Sidewalk Gap
Completion
Minor Construction;
Construction (1R);
Construction (2R/3R)
• Construct new pedestrian facilities All Functional
Classifications VRU “High-Risk” Areas only Vulnerable Road User Safety
Assessment (Strategy 1)✔
C-6
Appendix C
C-7
Table 20 - Speeding Systemic Treatment Packages
Package Project Delivery Countermeasure(s)
Applicable
Locations Focus Facility(ies)Planning Considerations NYSDOT Reference HSIP Eligible
Speed
Feedback Signs
Maintenance; Signs,
Markings, and
Delineators
• Speed Feedback Signs
Advisory Speed
Zones (School,
Curve); Transition
Zones
Rural Principal and
Minor Arterials
Highway Work Permit (PERM
33) is required for signs in
NYSDOT right-of-way
Lane Space
Allocation
Signs, Markings,
and Delineators;
Construction (1R)
• Reallocation of lane space Rural Principal and
Minor Arterials
AADT < 15,000; Considered
during Initial Project Proposal Complete Streets Checklist
Street Width
Reduction
Minor Construction;
Construction (1R)
• Corner Extension
• Choker
• Median Island
• On-Street Parking
Principal/
MinorArterials,
Major/Minor
Collectors and Local
segments
FHWA Traffic Calming ePrimer
(Table 3.1)
Vertical
Deflection
Minor Construction;
Construction (1R)
• Speed Hump
• Speed Cushion
• Speed Table
• Offset Speed Table
• Raised Crosswalk
• Raised Intersection
Major/Minor
Collectors and Local
segments.
FHWA Traffic Calming ePrimer
(Table 3.1). The “Applicable
Application” for Speed Tables
and Raised Crosswalks
(Module 3) should be
reviewed for Arterials
C-8
Appendix D
D-1
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Intersections Implement proven safety
countermeasures and low-cost
solutions at priority intersections
to mitigate likelihood and severity
of intersection crashes based on
location-specific crash data
Implement applicable countermeasures from the Systemic
Treatment Package for Intersections.
All municipalities Safer Roads Medium Long-Term
Focus on roundabout implementation to reduce speed while
improving traffic flows
All municipalities Safer Roads,
Safer Speeds
High Long-Term
Continue to improve signage, signal timing, and enhance
pavement markings where needed at intersections
All municipalities Safer Roads Medium Mid-Term
Increase sight distance (visibility) of intersections on
approaches, improve lighting, and maintain/repair
nonoperating traffic detectors in signalized intersections
All municipalities Safer Roads Medium Mid-Term
Develop and adopt an Intersection Control Evaluation (ICE)
process that uses the SSA for determining appropriate
intersection design, including coordination with ITCTC to
conduct studies to consider roundabouts at all intersections
that are being designed or considered for signalization
All municipalities, ITCTC,
County
Safer Roads High Long-Term
Implement permanent curb extensions, roundabouts, or
other treatments to slow turning vehicle speeds at high crash
intersections
All municipalities Safer Roads,
Safer Speeds
Medium Mid-Term
Implement proven safety
countermeasures and low-cost
solutions at priority intersections
to mitigate likelihood and severity
of intersection crashes based on
location-specific crash data
Consider widespread implementation of mini and regular
roundabouts using quick build design practices
Rural municipalities Safer Roads Medium Long-Term
Target unusual and outdated intersection configurations for
modernization, such as dog-legs, 5 or 6 legged intersections,
skewed intersections where the legs are not perpendicular
and visibility is low
All municipalities Safer Roads High Mid-Term
Develop and implement a systemic intersection program that
applies the Safe System Approach and low-cost proven safety
countermeasures at intersections with characteristics most likely
to lead to fatal and serious injury crashes.
All municipalities Safer Roads Low Mid-Term
Establish an access management ordinance which applies to new
construction and limits curb cuts per block to ensure proper
spacing and sight distance and at Planning Board review,
consider available lot frontage and possible shared driveway
easements when parcels are subdivided to avoid "necessary"
clusters of driveways close together.
All municipalities Safer Roads Low Short-Term
Appendix D - Full List of Actions
Table 21 - Primary Emphasis Areas, Strategies, & Actions
Note: Actions bolded in blue are considered priority actions and are included in the body of the Plan.
D-2
Appendix D
D-3
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Improve active warning devices,
signing, and pavement markings on
grade crossing approaches to reduce
crashes at grade crossings
Utilize the latest edition of the Highway-Rail Crossing Handbook to
install or improve active warning devices and implement strategies
to identify and eliminate hazards at highway-rail grade crossings
City of Ithaca Safer Roads,
Safer People
Medium Short-Term
Support policy initiatives to improve
intersection safety
Develop policy thresholds to initiate an engineering study for safety
with guidance for when to consider specific roadway or intersection
modifications
County Safer Roads Low Short-Term
Consider removing permissive left turns during active pedestrian
phase, and develop criteria for where a No Turn on Red policy can
apply, starting with intersections along the High-Injury Network
(HIN). Coordinate with NYSDOT as needed.
All municipalities, NYSDOT Safer Roads,
Safer People
Low Short-Term
Develop Intersection Street Design Standards in collaboration
with communities and tailor street designs with sensitivity to land
use and community context
ITCTC, County, NYSDOT, All
municipalities
Safer Roads,
Safer Speeds
Medium Mid-term
Provide educational materials to
promote safer travel at intersections
Create and share educational materials for quick-build
demonstrations to local member agencies
ITCTC, County, NYSDOT Safer Roads,
Safer People
Medium Mid-Term
Work with local organizations on educational programs, including
demonstrations and awareness campaigns related to crash data,
statistics, and safe behaviors for roadway users at signalized
intersections
All municipalities, County,
ITCTC, Non-profits,
Universities, etc.
Safer Roads,
Safer People
Low Mid-Term
Roadway
Departures
Implement proven safety
countermeasures and low-cost
solutions to reduce roadway
departure crashes based on roadway
departure crash data on priority
segments
Implement applicable countermeasures from the Systemic
Treatment Package for Roadway Departures that address
roadway departure crashes.
All municipalities Safer Roads Medium Mid-Term
Assess pavement and striping conditions along the HIN roadways
or priority segments; identify locations to use repaving and
restriping to implement safer road designs; coordinate with
resurfacing and restriping programs to prioritizwe and
implwement necessary locations
All municipalities Safer Roads Medium Short-Term
Upgrade roadway signage and pavement markings to meet
MUTCD standards
Rural municipalities Safer Roads,
Safer People
Low Short-Term
Pilot pavement friction countermeasures and evaluate their
performance in crash reductions
All municipalities Safer Roads,
Safer People
Medium Mid-Term
D-4
Appendix D
D-5
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Implement systemic safety
improvements to decrease the
severity of roadway departure crashes
Improve related geometric data collection and safety analysis to
promote infrastructure projects enhancing roadside design in the
clear zone with context considerations to remove, relocate, shoulder,
or delineate fixed objects
Rural municipalities Safer Roads Medium Mid-Term
Pursue a collaborative contract for ball bank studies to develop a
county-wide inventory of horizontal curves
All municipalities, County Safer Roads Low Mid-Term
Provide shoulder widening for Focus Facilities identified in the
Joint Safety Action Plan’s systemic analysis
Rural municipalities Safer Roads,
Safe Vehicles
Medium Mid-Term
Develop low-cost systemic horizontal curve program that includes
countermeasures such as clear zone improvements, lighting, etc.
All municipalities Safer Roads Low Short-Term
Upgrade guardrail to current standards and replace existing
barriers that are damaged or non-functional, and examine
guardrail and other assets’ repair policy, including the repair
versus replace policy
All municipalities Safer Roads,
Safer Vehicles
Medium Mid-Term
Use Motorcycle Protection Systems (MPS) to provide bottom
protection to the guide rail systems to prevent or cushion rider
interactions with discrete elements of guardrail to enhance
motorcycle safety
All municipalities Safer Roads,
Safer Vehicles
Medium Mid-Term
Create training program for Transportation Managers on how to i
dentify and locate objects and encroachments within clear zone and
state right-of-way and build a database to track objects
County Safer Roads,
Safer People
Medium Short-Term
Increase distance to roadside features on high-speed roadways
by removing/ relocating fixed objects, such as trees and utility poles,
in the clear zone. Work with NYSDOT and NYSEG to remove or shield
fixed objects currently inside state right-of-way /clear zone
Rural municipalities, NYSDOT Safer Roads,
Safer Vehicles
Medium Short-Term
Focus education efforts aimed at
roadway departure countermeasures
Disseminate Governor’s Traffic Safety Committee-developed public
education materials regarding use and purpose of roadway
departure countermeasures like shoulder and centerline rumble
strips
County Safer Roads Low Short-Term
Create and share educational materials for quick-build
demonstrations tolocal member agencies
ITCTC, County, NYSDOT Safer Roads Low Mid-Term
D-6
Appendix D
D-7
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Vulnerable Road
Users
Continue implementing infrastructure
programs to enhance vulnerable road
user safety on priority segments, at
priority intersections, and in High Risk
areas
Utilize FHWA STEP, Proven Safety Countermeasures, and the
Systemic Treatment Package for Pedestrians to systemically
implement countermeasures with known safety benefits at both
uncontrolled and signalized crossing locations
All municipalities Safer Roads,
Safer Vehicles
Medium Long-Term
Implement Complete Street Design Guide recommendations for
priority intersections, gateway streets, and Special Focus streets
All municipalities Safer Roads,
Safer People
Medium Short-Term
Review crosswalk spacings based on crosswalk design standards
and reduce distance of crossings (including pedestrian refuge
islands) along arterials with long distances between signalized
intersections
Rural municipalities Safer Roads,
Safer People
Low Short-Term
Implement pedestrian-friendly signal cycle lengths and leading
pedestrian intervals at traffic signals
All municipalities Safer Roads,
Safer People
Low Mid-Term
Fix or remove surface irregularities, and provide routine
maintenance of bicycle and pedestrian accommodation facilities
Rural municipalities Safer Roads Medium Mid-Term
Consider installing sidepaths or separated/raised/protected
facilities for bike lanes on roadways with speeds above 35 mph
Rural municipalities Safer Roads,
Safer People
High Mid-Term
Provide buffers, such as paint, greenspace, trees, etc., to provide
greater separation between vehicular traffic and sidewalks,
bicycle lanes, or sidepaths
Rural Municipalities Safer Roads,
Safer People
Low Mid-Term
Develop a vulnerable road user safety assessment as outlined in
Vulnerable Road User Safety Assessment Guidance
County, All municipalities Safer Roads,
Safer People
High Long-Term
Provide effective lighting and enhance conspicuity of pedestrians
and bicyclists based on FHWA Pedestrian Lighting Primer
municipalities Safer Roads,
Safer People
Medium Short-Term
Design and implement pedestrian safety zone program in high
pedestrian crash areas
All municipalities Safer People Medium Mid-Term
Engage with community members and seek funding for the
planning or construction of improvements in at least two HIN
corridors every year
County, All municipalities Safer Roads Low Short-Term
Improve active warning devices, signing, and pavement markings for
trail crossings and remove/move on-street parking to reallocate
space to ped/bike infrastructure
County, All municipalities Safer People Low Short-Term
Close gaps in bicycle and pedestrian networks County, Rural municipalities Safer Roads Medium Mid-Term
D-8
Appendix D
D-9
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Support policy initiatives and work
with vulnerable road user advocates
and working groups to increase
vulnerable road user safety
Consider non-motorists and ADA design accommodations in a
proportional manner during the planning stages of future
projects at different jurisdiction levels
County, ITCTC, All
municipalities
Safer Roads,
Safer People
Medium Mid-Term
Develop and adopt a Vision Zero Policy County, ITCTC, All
municipalities
Safer Roads Low Short-term
Establish Safe Routes to School programs in communities to
enhance safety access for children and develop comprehensive
school travel plans in partnership with schools, local
transportation agencies, and community stakeholders
Municipalities, School Districts Safer People Medium Mid- term
Advocate for a policy that requires that all road resurfacing
projects include the addition of protected bike lanes where
feasible
County Safer Roads,
Safer People
Low Short-Term
Update policy that considers local-level Complete Streets
policies and adopt it by ordinance; incorporate Complete Streets
measures in project development
County, ITCTC, All
municipalities
Safer Roads,
Safer People
Low Short-Term
Create a member agency working group to ensure Complete
Streets policies are consistent with transportation plans
County, ITCTC, All
municipalities
Safer Roads,
Safer People
Low Short-Term
Create dedicated expenditure line within the transportation
operating budget for bicycle infrastructure
All municipalities Safer Roads Low Short-Term
Partner with schools, recreation centers, and other community
identified priorities for connectivity and to identify walking zones
All municipalities Safer Roads,
Safer People
Low Mid-Term
Revise existing local-level bicycle/ pedestrian accommodation policy
to align with most recent version of relevant federal and accepted
industry guidance as referenced
All municipalities Safer Roads,
Safer People
Low Mid-Term
Evaluate how project prioritization processes can incorporate
equity as a factor
All municipalities, County Safer Roads Low Mid-Term
Employ proper training and use of safety protocols for workers NYSDOT, All municipalities,
County
Safer People Low Mid-Term
Enhance data processes to obtain
vulnerable road user volume, crash,
and infrastructure data (especially in
High-Risk Areas)
Collect additional non-motorized crash, volume, and
infrastructure data to improve crash trends and high-risk areas
analysis while including equity considerations
All municipalities Safer Roads,
Safer People
Low Mid-Term
Provide training to law enforcement on bicycle/pedestrian laws and
how to accurately identify non-motorized crashes on the crash
report
County, ITCTC, Law
Enforcement
Safer People Low Short-Term
Develop a strategic data collection plan to obtain pedestrian and
bicycle count data
County, All Municipalities,
ITCTC
Safer Roads,
Safer People
Low Mid-Term
D-10
Appendix D
D-12
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Focus education efforts aimed at safe
roadway behavior and awareness of
laws regarding vulnerable road users
Provide Road Safety Audit (RSA) training and enhance coordination
efforts among municipalities to complete audits specific to
non-motorists
County / Municipalities Safer Roads,
Safer People
Low Mid-Term
Work with local advocacy groups to conduct safety campaigns
and/or giveaway programs to promote the use of safety
equipment like active lights, reflectors, and retroreflective
clothing among pedestrians and bicyclists
All municipalities Safer Roads,
Safer People
Low Mid-Term
Conduct enforcement and education campaigns (i.e. NYS
Department of Health videos) focused on addressing dangerous
driving behaviors that threaten non-motorized road users
County, All municipalities Safer Roads Low Mid-Term
Use Dynamic Message Signs to provide public service messages
to increase awareness of the dangers to non-motorists traffic on
high volume/speed roadways and in school zones, and to remind
drivers to follow laws intended to protect non-motorists
County, All municipalities Safer Roads Low Short-Term
Expand educational campaigns and training programs for children
and adults focusing on bicyclists and pedestrian skill education,
safety-related training, helmet use, etc.
County, All municipalities Safer People Low Short-Term
Partner with schools to distribute educational brochures and
materials with identified Safe Routes to Schools
All municipalities Safer People Low Short-Term
Recruit effective partners to ensure the vulnerable road user
programs are reaching diverse and underserved communities
All municipalities Safer People Low Mid-Term
Age Related Support and implement improved
public transportation options and
accessibility
Work to make pedestrian and transit connected communities so that
people are not forced to get a car and/or drive when they feel unsafe
due to weather or health issues
County, All municipalities Safer Roads,
Safer People
Medium Mid-Term
Identify and promote programs and activities like driver
assessments, public transit, and driver improvement programs
that help older road users stay mobile
All municipalities Safer Roads,
Safer People
Low Mid-Term
Establish resource centers within local communities to provide
guidance and assistance to identify and incentivize safe
transportation options
County, All municipalities Safer Roads Low Mid-Term
Identify locations with high older population density and available
transit services (all mobility options)
County, All municipalities Safer People Low Short-Term
Implement engineering designs to
accommodate users for all ages
Utilize FHWA Handbook for Designing Roadways for the Aging
Population to improve roadway design and to better accommodate
the special needs of older drivers
All municipalities Safer Roads,
Safer People
Medium Long-Term
D-13
Appendix D
D-14
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Improve enforcement efforts to
address age-related driving issues
Educate stakeholders, law enforcement, and the public to
understand physical and cognitive deficiencies affecting safe
driving in older drivers
County, Law Enforcement Safer Roads,
Safer People
Low Mid-Term
Educate municipalities on best solutions related to Graduated
Driver’s License (GDL) enforcement and educate judges regarding
risks for younger drivers and GDL law
County, Law Enforcement Safer People Low Mid-Term
Increase awareness of driving risks
to younger drivers amongst teens,
college age students, parents and
community members
Expand and continue to support coalitions for safer teen driving,
jurisdiction-wide peer-led education activities, and teen/parent
activities
County, All municipalities Safer Roads,
Safer People
Loww Mid-Term
Conduct campaigns to increase public awareness of GDL and
dangers of texting and driving on social media outlets
County, All municipalities Safer People Low Short-Term
Implement media campaigns and outreach efforts that reach
younger drivers with messages about unsafe driving practices
County, University
stakeholders, School districts
Safer Roads,
Safer People
Low Mid-Term
Develop and implement peer-to-peer programs, evidence-based
curricula, and messaging to increase traffic safety knowledge,
attitude, and behavior
County, School districts Safer Roads,
Safer People
Medium Mid-Term
Develop and implement guide for teaching teens to drive to include
lessons for nighttime, snow/ice, and rainy weather
County, School districts Safer Roads,
Safer People
Medium Mid-Term
Support organizations with driver
education for older drivers
Promote partnerships and educate safety professionals at regional
and local governments on addressing the special needs of the
aging population in their transportation, land use, and housing plans
County, All municipalities Safer People Low Mid-Term
Distribute educational materials that provide information and
resources for older driver safety to older drivers, caregivers, and f
amily members (include self-assessment tools, driving evaluation
programs like CarFit, effects of medications and health conditions
on driving, etc.)
County, Rural municipalities Safer People Low Mid-Term
Develop classes and partner with vehicle dealerships to better
educate older drivers on the usage of new vehicle technology
County, All municipalities Safer Roads,
Safer People
Low Mid-Term
D-15
Appendix D
D-16
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Road User
Behavior
Implement engineering improvements
to mitigate high risk driver behavior
Implement applicable countermeasures from the Systemic
Treatment Package for Speeding that address speeding crashes
All municipalities Safer Speeds Medium Mid-Term
Implement dynamic message boards when approaching work zones
or congested areas
All municipalities Safer Speeds Low Mid-Term
Develop a horizontal curve safety program that focuses on low cost
countermeasures that includes reviewing advisory speed signing
and other warning signs
All municipalities Safer Speeds Low Mid-Term
Encourage the use of the FHWA Traffic Calming ePrimer to
implement traffic calming measures for all users, such as Speed
humps, Raised crosswalks, etc. in coordination with EMS
All municipalities, EMS Safer Speeds,
Safer Roads
Low Short-Term
Assist local jurisdictions with implementing timed and coordinated
traffic signals to improve traffic flow, reduce red-light running,
and manage speeds
County, All municipalities Safer Speeds,
Safer Roads
Low Short-Term
Design residential streets for 25 mph target speeds using
traffic-calming measures
All municipalities Safer Speeds Medium Long-Term
Establish localized slow zones for hospitals, parks/recreation and
senior areas with reduced speeds limits and appropriate treatments
(signs, markings, speed tables, etc.)
All municipalities Safer Speeds Low Mid-Term
Increase usage of speed feedback (SFS) and dynamic warning
signs to remind drivers of travel speeds when entering urban
areas or other high risk locations such as work zones and
continue to research the most effective locations for these signs
All municipalities Safer Speeds Low Mid-Term
Develop a Traffic Calming Master Plan to guide the installation of
traffic calming infrastructure with input from EMS. Focus on
installing speed reduction infrastructure along high crash
segments where excessive speed is a prominent crash factor
All municipalities Safer Speeds,
Safer Roads
Medium Mid-Term
Explore the use of variable speed limits and conduct pilot projects
to explore the effectiveness of using electronic variable speed
limit signs that change according to conditions such as weather
and congestion
Rural municipalities Safer Speeds,
Safer Roads
Low Mid-Term
D-17
Appendix D
D-18
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Conduct coordinated targeted
enforcement efforts and publicize
high-visibility enforcement
Utilize dedicated resources to publicize the distracted driving law
including media campaigns, distribution of education materials, etc.
County, Law Enforcement Safer People Low Mid-Term
Conduct high-visibility cell phone/text messaging enforcement to
enforce the distracted driving law
All municipalities, Law
Enforcement
Safer People Low Mid-Term
Develop educational tools for law enforcement on how to identify
drivers violating state distracted driving laws and educate all
emergency responders about the dangers of distracted driving
County, Law Enforcement Safer People Low Mid-Term
Continue jurisdiction-wide high-visibility enforcement and
saturation enforcement in active school zones, safety corridors,
and work zones
All municipalities, Law
Enforcement
Safer People Low Mid-Term
Conduct well-publicized compliance checks of alcohol retailers to
reduce sales to underage persons and overservice, conduct
enforcement aimed at underage drinking penalties
All municipalities, Law
Enforcement
Safer Roads,
Safer People
Low Mid-Term
Conduct short-term, high-visibility seat belt law enforcement
campaigns with supporting media to educate the public on the
importance of using seat belts
All municipalities, Law
Enforcement
Safer People Low Mid-Term
Prepare regional guidelines on the use of automated speed
enforcement, red light cameras and other tools and techniques to
reduce speeding, especially in school zones and work zones,
including implementation steps and equity considerations
All municipalities, Law
Enforcement
Safer Roads,
Safer People,
Safer Speeds
Medium Mid-Term
Collect data and research new techniques, software, and
technologies to select enforcement times and locations for most
effective speed control
All municipalities, County, Law
Enforcement
Safer Speeds Low Mid-Term
Provide training on basic and advanced speed measuring devices
and high-visibility enforcement best practices to new law enforcement
officers and as continuing career education
All municipalities, County, Law
Enforcement
Safer Speeds Medium Mid-Term
Collaboratively pursue local regulation to increase penalties for
repeat and excessive speeding offenders when addressing speeding
tickets in the justice system
All municipalities, County, Law
Enforcement
Safer People Low Short-Term
Establish a diversion program for persons cited for infractions
related to walking, bicycling, and distracted driving
County, All municipalities, Law
Enforcement
Safer People Low Mid-Term
D-19
Appendix D
D-20
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Review the existing speed
management standards and update
the speed limit setting process
Perform speed studies to analyze impacts of posted speed
limit change and potentially lower local road speed limit to 25
mph to reflect safe speed threshold
Rural municipalities Safer Speeds Medium Mid-Term
Monitor other jurisdiction's practices and review the current local
plan for changing speed limit
All municipalities Safer Speeds Low Short-Term
Provide guidance materials and training to help traffic engineers
understand speed limits and regulations
County Safer Roads,
Safer Speeds
Low Mid-Term
Enact, publicize, enforce, and
adjudicate laws prohibiting high-risk
driving behaviors
Consider the use of Speed Violation Monitoring Systems in school
zones and if interested, lobby for approval from the NYS Legislature
ITCTC, County, All
municipalities, Law
Enforcement
Safer Speeds Medium Mid-term
Conduct administrative license revocation or suspension (ALR/ALS)County, All municipalities, Law
Enforcement
Safer People Low Mid-Term
Encourage law enforcement to increase sobriety checkpoints County, All municipalities, Law
Enforcement
Safer People Low Short-Term
Enforce open-container law, as applicable, for alcohol and cannabis County, All municipalities, Law
Enforcement
Safer People Low Short-Term
Promote the use of Preliminary Breath Test Devices and purchase
testing supplies and equipment, outsource toxicology testing of
backlogged cases, validation of equipment, and purchase new
toxicology analysis equipment to improve the collection and quality
of impaired driving data
County, All municipalities, Law
Enforcement
Safer People Low Mid-Term
Purchase passive alcohol sensors to detect alcohol presence in the
air
County, All municipalities, Law
Enforcement
Safer People Low Mid-Term
Promote the implementation of expedited search warrant (
eWarrants) programs for law enforcement officers to obtain
evidences from impaired driving in a timely manner
County, Law Enforcement Safer People Low Mid-Term
Provide support for expanding specialized law enforcement drug
recognition training, include Drug Recognition Expert (DRE) and
Advanced Roadside Impaired Driving Enforcement (ARIDE)
certification
County, All municipalities, Law
Enforcement
Safer People Low Long-Term
Implement laws that place limits on diversion and plea agreements County, All municipalities Safer People Low Long-Term
Monitor DWI offenders closely by implementing alcohol ignition
interlocks, vehicle and license plate sanctions, enhanced high-BAC
sanctions, increasing fines and lowering BAC limit for repeat
offenders, and intense supervision programs
County, All municipalities Safer People Low Long-Term
Work with local EMS to standardize protocols regarding blood
draws for fatality testing
County, All municipalities, EMS Post-Crash Care Low Mid-Term
D-21
Appendix D
D-22
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Enforce the Minimum Drinking Age 21 laws All municipalities, Law
Enforcement
Safer People Low Mid-Term
Continue to enforce local primary enforcement seat belt use laws All municipalities, Law
Enforcement
Safer People Low Short-Term
Conduct nighttime, high-visibility seat belt enforcement All municipalities, Law
Enforcement
Safer People Low Short-Term
Continue to provide funding to equip law enforcement with
appropriate equipment for speeding enforcement
County, All municipalities, Law
Enforcement
Safer People Low Mid-Term
Conduct educational and outreach
efforts to build awareness of safe
driving habits
Increase jurisdiction-wide public information and education to
promote adherence to texting and cell phone laws and distracted
driving law
County, All municipalities Safer People Low Short-term
Educate commercial vehicle and fleet drivers about the dangers of
distracted and drowsy driving
County Safer People Low Short-term
Implement campaigns and provide education in schools on the
dangers of impaired driving
County, All municipalities,
School districts
Safer People Low Short-term
Explore partnerships at the local level to educate drivers of available
alternative methods of transportation for impaired persons
County, All municipalities Safer People Low Mid-Term
Educate the public on the benefits of using ignition interlocks for
those who convicted of DWI
County, All municipalities Safer People Low Short-term
Conduct jurisdiction-wide media campaigns to prevent underage
use of alcohol and/or cannabis and reduce overall misuse/abuse by
adult consumers
County, All municipalities Safer People Low Mid-Term
Use a combination of earned media and paid advertising to inform
the motoring public about the importance of seat belts, proper
wear, and car seats, as well as the penalty for non-compliance
County, All municipalities Safer People Low Mid-Term
Identify groups with lower than average restraint use rates and
implement communications, outreach, and enforcement campaigns
directed at those groups
County, All municipalities Safer People Low Short-term
Utilize social media and educational materials to share information
about the dangers of aggressive driving and risks to vulnerable
road users
County, All municipalities Safer People Low Short-term
Educate drivers about the effects of roadway conditions on
appropriate motorist speed, such as weather, congestion,
daytime/nighttime, and roadway user mix
County, All municipalities Safer People Low Short-term
Coordinate with safety partners to develop consistent speed
related safety messaging and distribute materials in local
communities related to safe driving behavior
County, ITCTC, All
municipalities
Safer People, Safer Speeds Low Short-term
D-23
Appendix D
D-24
Emphasis Areas Strategies Actions Action Leader Safe System Element Resources Needed Timeline
Create and sustain a public website that provides information,
resources, training, and educational opportunities
County, ITCTC, All
municipalities
Safer People Low Short-term
Improve the collection and quality of
data on high-risk driving behavior
Increase training for law enforcement to record driver behavior
characteristics and related observations on crash report forms
and ensure they can be recorded in crash database
All municipalities, County, Law
Enforcement
Safer People Low Short-term
Increase data sharing between local officers and engineering
agencies to identify and develop solutions for problematic areas
All municipalities, County , Law
Enforcement
Safer People Low Short-term
Collect data before and following high-risk driving behavior safety
improvements to analyze outcomes
ITCTC, County, All
municipalities
Safer People,
Safer Speeds
Low Short-term
Improve and expand the availability
and accessibility of child restraint
system inspection stations and
increase the correct use of child
restraints
Host car seat awareness and instruction classes, and provide
support for child seat giveaway programs for populations that have
lower than average proper car seat use, especially in diverse and
underserved communities
County, All municipalities Safer People Low Short-term
Target child transport agencies, hospitals, childcare centers,
schools, etc. and collaborate with child passenger safety technicians
County, All municipalities Safer People Low Short-term
D-25
Appendix D
D-26
Table 22 - Secondary Emphasis Areas, Strategies, & Actions
Secondary
Emphasis Areas Strategies Actions Action Leader
Safer Vehicles
(Alternate Road Vehicles
& Commercial Motor
Vehicles)
Identify high crash
corridors and develop
engineering solutions
to reduce CMV
crashesw
Review and update the Tompkins County Freight
Transportation Study (2002). Evaluate if the Recommended
Truck Routes need to be updated to reflect new preferred/
safer routes, and whether wayfinding signage is adequate.
County
Identify and implement countermeasures for high-crash
CMV corridors and provide information to safety partners
All municipalities
Invite trucking industry stakeholders to participate in an
annual freight forum to discuss new technologies, policies,
and strategies for the CMV Focus Area
County
Identify and deploy engineering solutions (e.g., interactive
truck rollover and curve warning signage) and best
practices to improve CMV safety
All municipalities
Develop e-bike corridors, bike corridors, and pedestrian
ways separate from CMV
Rural
municipalities
Increase CMV
enforcement of safety
violations and provide
CMV enforcement
training
Investigate local law enforcement officer partnerships at
points-of-entry to assist in CMV enforcement efforts
All municipalities,
Law Enforcement
Conduct driver or vehicle inspections to ensure CMVs are in
proper working order and drivers are properly credentialed
and fit for duty
All municipalities
Consider developing specific corridors for CMV to provide
separation between CMV and other vehicle types when
possible and enforce regulation to keep CMV on their
designated roads
All municipalities,
Law Enforcement
Collaboratively pursue local regulation to require smaller
vehicles for delivery and goods transportation in urban
environments
All municipalities
Utilize data-driven approach to strengthen CMV enforcement
on high speed corridor
All municipalities,
Law Enforcement
Provide CMV enforcement training including CMV
identification, relevant regulations, and crash reporting
based on state and federal definitions for local law
enforcement officers
All municipalities,
Law Enforcement
Conduct on- or off-site safety audits with new carriers to
ensure they understand roadway safe behaviors and the
federal and state regulations
All municipalities
D-27
Secondary
Emphasis Areas Strategies Actions Action Leader
Improve bus
infrastructure
Ensure that bus stop access is maintained during roadway
or site construction; coordinate with developers and
construction contractors to provide safe, convenient access
to bus stops and around construction
Rural
municipalities
Assess on-street parking near bus stops to ensure visibility
for crossings
All municipalities
Ensure that bus stops are placed near or adjacent to safe
crossings; place midblock crossings at bus stop locations
All municipalities
Use the HIN to inform transit planning and investments - bus
route and network organization, bus stop replacements, and
transit station access
All municipalities
Provide education
and outreach to the
public and industry
on safe operations
in and around
commercial vehicles
– braking and
speeding
Encourage the inclusion of CMV related topics like how to
interact safely with CMVs in driver education
County
Develop and
implement
educational
initiatives regarding
e-bikes and
other motorized
micromobility
options
Require scooter and bike share providers to develop safety
and encouragement campaign aimed at their users, with
paid promotions via community based organizations
All municipalities
Encourage helmet
and high visibility
clothing usage, safe
riding behavior, and
motorcycle safety
training
Conduct check points and testing for impaired motorcycle
operators
All municipalities,
County, Law
Enforcement
Develop partnerships with local companies selling
motorcycle related equipment and insurance companies
to incentivize motorcyclists to take training and wear safety
equipment
All municipalities
Appendix D
D-28
Secondary
Emphasis Areas Strategies Actions Action Leader
Compile information and develop fact sheets to inform
public outreach, law enforcement, and legislators about
jurisdictional and state requirements for operation of
alternate road vehicles on roadways
County, ITCTC
Develop and
implement programs
that provide
education and
awareness to high-
risk road users
Conduct law enforcement training in motorcyclist DUI
detection, motorcyclist crash investigation, Zero Tolerance,
and motorcyclist specific laws
County, Law
Enforcement
Conduct a comprehensive education campaign that
provides information for both motorists and motorcycle
riders about motorcycle safety needs, protective
equipment, visibility, speeding, perception-reaction times,
and pertinent laws
County, All
municipalities
Collect and link crash, injury, licensing (endorsement),
violation, and registration data for analysis to identify high
risk locations and behaviors related to motorcyclist fatal
and serious injury crashes
All municipalities
Implement
roadway design
improvements
and maintenance
practices for
motorcycle safety
Provide full paved shoulders to accommodate roadside
motorcycle recovery and breakdowns
All municipalities,
County
Post-Crash Care Enforce state laws
that enhance EMS
safety and response
(e.g., ‘Move Over’ law)
Enforce ‘Move Over’ law jurisdiction-wide All municipalities,
County, Law
Enforcement
Aid managers in
developing their
local EMS Mutual Aid
Plans
Support rural EMS by promoting EMS response as a county
service
County, EMS
D-29
Secondary
Emphasis Areas Strategies Actions Action Leader
Educate emergency
responders and the
public on existing
laws and best
practices to promote
EMS safety and
quicker response
time
Promote public awareness of the state ‘Move Over’ law
through signage, media, and social media campaigns
County, All
municipalities
Data Connect medical
injury data with crash
data for better data
analysis
Derive a clinical classification of injury severity based on
medical records to augment the investigating officer’s
assessment of injury severity
County, Law
Enforcement
Improve data collection (time of event/time of notification/
time of arrival of EMS/Time of hospital arrival)
County, Law
Enforcement
Require all law
enforcement to
adopt the state crash
reporting system
Enhance training for law enforcement and emergency
service personnel responsible for crash reporting to
address the unique attributes required to accurately report
crash circumstances involving people walking and bicycling
County, All
municipalities,
Law Enforcement
Set up and help fund training programs to educate law
enforcement officers regarding accuracy and detail of crash
report information
County, Law
Enforcement
Provide funding for equipment and training associated with
adoption of crash reporting system by law enforcement
agencies
County, ITCTC,
All municipalities,
Law Enforcement
Work with the police department to set a deadline for
implementation of crash reporting system by all law
enforcement agencies
County, ITCTC,
All municipalities,
Law Enforcement
Improve crash data
collection tools and
analysis techniques
to provide more
timely and accurate
data to help with
problem area
identification
Increase electronic reporting of crashes and traffic citations Law Enforcement
Evaluate effectiveness of completed safety improvement
projects, including maintenance costs
County, ITCTC, All
municipalities
Appendix D
D-30
Secondary
Emphasis Areas Strategies Actions Action Leader
Improve data
accessibility,
integration, and
sharing across
agencies
Explore the use of EMS activations data for inclusion with
the integrated traffic records program
All municipalities,
EMS, Law
Enforcement
Coordinate with safety partners to collect and analyze
police crash report forms
County, ITCTC,
All municipalities,
Law Enforcement
Provide coordinated safety performance data to other
agencies, including local agencies and MPOs to aid in
safety studies and projects conducted at local level (require
additional CLEAR training)
County, ITCTC, All
municipalities
Collect Model Inventory of Roadway Elements (MIRE)
roadway and traffic data elements with consideration of
adding other beneficial elements to support the data-
driven safety program
Rural
municipalities,
County, ITCTC
Increase accuracy and completeness of alcohol, drug, and
cannabis-related crash attributes to improve future analysis
County, ITCTC,
All municipalities,
Law Enforcement
Create a central repository for integrated, linked data
records including crash records, roadway and traffic
records, health records, court records, licensing records,
and state toxicology records
County (Health
Department),
ITCTC, All
municipalities,
Law
Enforcement,
Populate, monitor, and enhance the electronic data
transfer to state partners (e.g., NHTSA, FHWA)
County, All
municipalities,
ITCTC
Expand data collection and analysis to incorporate
emerging mobility options such as micromobility and
connected and automated vehicles, as well as real-time
data sources
County, All
municipalities,
ITCTC
DRYDEN FIBER
MONTHLY REPORT
for May 2025
TOWN OF DRYDEN BROADBAND COMMITTEE MEETING on June 6, 2025
And
DRYDEN TOWN BOARD on June 19, 2025
EXECUTIVE SUMMARY –6/17/2025
▪We have 402 paying customers (+22 in May);We had 22 in-bound requests
One year ago (May 2024): 40 customers; Two years ago (May 2023): 6 customers
▪The Municipal Infrastructure Program (MIP)Updates:
o We've increased the project total to $12.55M from $9.9M, a $2.65M increase
▪Partially due to higher than expected per mile cost; and due to missing 14 miles of plan
o We've increased the project grant total request to $11.6M from $8.9M, a $2.65M increase
o We are working closely with the Connect All Office to solidify the commitment
o We should have a Grant Disbursal Agreement (GDA) within 30 days (July 15, 2025)
▪We are now able to serve 1,807 parcels (30.9% of the Town of Dryden)
EXECUTIVE SUMMARY –6/6/2025
▪HR / Hiring
o Hired a part time accounting clerk, first day: June 9, 2025
▪Matt Kinast of Ithaca, NY; Experience in finance, accounting, and construction
o Part time marketing –Door to Door sales, sign management, events –job posted
o Dig Safe –Discussions with a vendor, KMZ maps of underground work
▪Construction Updates –Added 75 more locations in May 2025
o Rt. 366 between Turkey Hill Road and Utility Drive (HEP) is now live
o West Main St., Springhouse live: finishes the western edge of the village
o Scenic Way, Chelsea Circle -finishes almost all of the Yellow Barn area
▪We've sent a proposal to be the bulk rate provider to an INHS project in Varna (53
units, opening by December 2026)
▪We're estimating a ground-breaking in town of Caroline for October 1 2025
▪We will be participating in the Dryden Dairy Day Parade on Saturday, June 14, 2025
Dairy Day 2025
Saturday, June 14, 2025
▪Three Vehicles: Dan's
car; Syracuse Utilities
truck; Clarity Connect
Van
▪Jason, Dan, Dave, and
Natasha
▪200+ postcards with
candy attached
▪300+ other individual
candies handed out
▪Truck magnets
▪T-shirts
Dairy Day 2025
Dairy Day 2025
Other Items
▪Letter to Neighboring Towns
o We would like to officially notify the neighboring towns of our work
o Let them know we could provide service on border roads; and where we have to pass through to
reach our residents
o Six letters (Ithaca, Lansing, Groton, Cortlandville, Virgil, Richford)
▪Special Amendment to the MDU Property Agreement
o This gives us the ability to service a new customer in a unique situation
o There are five amendments to review
▪No extra poles –we wouldn’t be doing this anyway, but this makes it more specific
▪If the neighbor terminates Dryden Fiber service, then we cannot keep the fiber on their pole.
▪If NYSEG removes service and moves to another pathway to provide service to these homes, we will
follow suit and remove from this pole
▪We must give 48 hours notice, including in emergencies
▪Dryden Fiber will be responsible for damage from negligence of tree trimming and brush removal
Goals for 2025
▪As of 6/1/25, we have 402
customers live on the
platform
▪Current estimates:
o 65 more each month
2025 (June-Dec)
o 857 total by 12/31/25
(-160 from initial goal)
Month Projected
New
Goal
Totals
Actual
New
Actual
Totals Diff
December 65 240 65 240 0
January 62 302 54 294 -8
February 65 367 42 336 -31
March 65 432 28 364 -6
April 65 497 +22 383 -114
May 65 562 +22 402 -157
June 65 627
July 65 692
August 65 757
September 65 822
October 65 887
November 65 952
December 65 1017
Project Highlights
Project Name:Dryden Fiber Expansion
for Towns of Dryden and Caroline
Applicant and Partner(s):Town of
Dryden dba, Dryden Fiber and Town of
Caroline
Construction Miles (Fiber): 124.6
Total Locations Served:2,674
ConnectALL Grant Amount:$ 8,995,979.00
Local Contribution:$ 906,321.00
Total Project Investment: $9,902,300.00
MIP Scoreboard – June 2025
Months to go:
10~
----------
150~
(6.6%)
MIP Miles Completed
210
----------
2,735
(7.6%)
# of Parcels Reached
X
----------
471
(X%)
# of Unserved Reached
X
----------
74
(X%)
# of Underserved Reached
35
----------
400
(8.5%)
# of MIP Installs
19
--------
30
(66%)
Team Reports
▪Customer Base – Amanda, Town of Dryden Director of Finance and Personnel
▪Customer Service - Netegrity
▪Sales Operations – Gleamon
▪Installations – Clarity Connect, Netegrity, Gleamon
▪Inventory Management - Gleamon
▪Marketing – Exec. Dir. Dave Makar
▪Construction Permitting Updates – Vantage
▪Construction Implementation Updates – Vantage
▪Finance – Amanda,Town of Dryden Director of Finance and Personnel
▪Facilities and Grounds - Department of Public Works
▪Network Operations - Netegrity
▪HR, Admin, and Insurance – Dave Makar, Amanda Anderson
▪Legal and Policy – Dave Makar
Customer Base
As of June 1st, 2025 (billing date is 1st of month)
Customer Service
As of June 1st, 2025 (billing date is 1st of month)
Helpdesk Call Report May 2025
•Bandwidth Complaint (Speed Concerns)
•0
•Billing Related Call
•1
•Downed Drop (Damaged Service Line)
•1
•Email (Calls related to email difficulties)
•0
•No Connectivity
•3
•ONT / Power Cycle (Calls related to the
ONT where unplugging or rebooting
equipment was necessary)
•1
•Other / Unrelated (Calls looking for
unrelated departments or information)
•21
•Outage
•0
•Install Orders / Create Service
•23
•Router Issue
•2
•PC / Laptop Issue
•0
•Sporadic Connection
•0
•Streaming Related Issue
•0
•User Error / Education
•21
•Wireless
•1
Tickets: 74 Customers: 402 Jan: 150/294 Feb: 109/336 Mar:
145/364 April: 102/383
Ticket / Customer Ratio: 18%Jan: 51% Feb: 32% Mar: 40% April: 27%
Note:
Install Orders denote an
incoming install scheduling
request – not a completed install
One caller can generate
numerous tickets for a single
issue (i.e. calls in 5x for same
problem)
Support@drydenfiber.com
607-391-3500 (direct support
number)
User Error / Education:
User Error / Education:
Service inquiry (non-green)
Hardware Q's
Range Extenders
Sales Operations
As of June 1, 2025 (billing date is 1st of month)
▪Worked with Vantage, Syracuse Utilities, Clarity Connect and Graybar to make sure we have inventory
stock to continue moving forward with the project
▪Renters –We now have 34 signed agreements and more that are pending. We have a total of 58
possible agreements that we are keeping track of
•4 property owners have not signed:don't like agreement
•8 agreements sent but remain unsigned
•9 Tenants signed up but have no response for property owner contact
▪Total count of units:at least 400
▪Requested service count: YY (Tracy to update)
▪MDUs and Mobile Home Parks – We have signed agreements for 6 number of MDUs where we do not
yet have the engineering / design / access plan to provide service. This is a total of at least 250 units.
•For example: Mott Road; Fall Creek Parke (Etna); 1062 Dryden Road; North Road Trailer Park; Lake Street
▪Prospects - We had 22 new installs and 10 scheduled. Also 42 signups that have been contacted and
we are waiting for a response (lost interest; unable to schedule) I just keep reaching out to them. 20 of
them are from this year and the other 22 are from last year
Installations
As of May 1st, 2025 (billing date is 1st of month)
▪December Install Summary
o Number of installations completed this month: 22
o Number of installations scheduled (as of June 1st): 10
o Installation blockers / questions:
▪Construction continuing
Item Description
Quantity
on hand
(6/5/25)
Re-order
Threshold
Lead
Time
(weeks)
Notes
Ciena ONUs Ciena devices needed for each customer
at their home
384 (6)50 6 We are installing 50 per
month. Growth plan has
us reaching 75 per month
NIDs NIDs needed for each customer at their
home to transition the Drop cable to the
Prem cable
346 (29)50 X See above for installs per
month
Plume Devices Optional Wi-Fi Routers for each customer 340 (15)35 X See above, note: 75% of
customers take a plume
device
Drop Cables
(25ft-199ft)
Used by installation team from MST to
NID.
22 (9)10 2 See above for installs per
month
Drop Cables
(200ft+)
Used by installation team from MST to
NID.
777 (9)50 4 See above for installs per
month
Prem Cables
(100ft)
Used by installation team from NID to
ONU inside home.
256 (9)50 See above for installs per
month
Prem Cables
(25ft & 50ft)
Used by installation team from NID to
ONU inside home.
235 (29)50 See above for installs per
month
Marketing: Inbound Requests; Website
As of May 1st, 2025 (billing date is 1st of month)
9/1/23 12/1/23 3/1/24 6/1/24 9/1/24 10/1/24 1/1/25 2/1/25 3/1/25 4/1/25 5/1/25 6/1/25
Total Under
Contract
22 28 (+6)
Sept-
Nov
32 (+4)
Dec-Feb
44 (+12)
Mar-
May
91 (+47)
Jun-Aug
180 (+89)
Sept.-Nov.
245
(+65)
Dec.
294
(+49)
Jan.
336
(+42)
Feb.
364
(+30;-2)
Mar.
383
(+24,-3)
Apr.
402
(+22,-3)
May
Requests
(since 1/1/23)
174
(+11)
274
(+100)
363
(+89)
429
(+66)
638
(+209)
875 (+237)999
(+124)
1152
(+153)
1217
(+65)
1251
(+34)
1293
(+42)
1314
(+22)
Available 38 44**TBD 87 172 (+85)292 (+120)341
(+49)
392
(+51)
425 (+33)453 (+28)483 (+30)500 (+17)
Not Available 136 226 TBD 342 466 579 658 760 792 798 810 815
Serviceable Live 76.3%72%TBD 51%
(44/87)
53%
(91/172)
62%
(180/292)
72%
245/341
75%
294/39
2
79%
336 / 425
80%
364/453
79%
383/483
80%
402/500
Website Visits 8/25-9/7 11/17-11/30 2/1-2/29 5/1-5/31 8/1-31 9/1-30 12/1-31 1/1-
1/31
2/1-2/28 3/1-3/31 4/1-4/30 5/1-5/31
Users 226 140 392 516 661 713 945 1k 866 717 559 503
New Users 211 115 346 471 567 619 852 880 760 597 458 418
Sessions 324 194 617 739 1104 1110 1444 1741 1323 1250 1000 884
Engagement
(secs.)
0m
46s
42s 1m 30s 58 s 1m 13s 1m 10s 1 m 20
s
1 m
28 s
1m 14s 1m 29s 1m 19s 1m 30s
Marketing
As of May 1st, 2025
▪Dairy Day 2025: Saturday, June 14, 2025
o 9:30am-10:30am Parade – line up is at 8:30am
o 10:30am-2pm Festival in Montgomery Park – We aren't participating here
▪Parade Ideas
o Stickers
o DF Postcards, Candy
o Car(s):Dave's car; Dan's car (Fast Internet!); subcontractor vehicle (Clarity,
Vantage)
▪Working on Hiring Part Time marketer for Door-to-Door
▪Working with Kyle Jensen on email marketing, website, and social media
▪Social Media Posts
▪Dryden Town Email Newsletter
▪Truck magnets on the Vantage vehicles
▪Door to Door Campaign
o Marketing and Sales: Densely populated areas in Green Zone
o In-person door knocking and conversations
o Door Hangers Drafted
Marketing
As of May 1st, 2025
Engineering Updates
▪Pole Applications Update
▪All pole apps off hold, in processing with Labella
▪VPS "Ike-ing" the remaining poles not currently on applications to be submitted to Avangrid
▪Plans to submit remaining poles into applications before July 11
▪Construction Notes
▪Lightspeed Update
▪Syracuse Utilities Update and Planned Coordination
▪Design Update
▪Dryden Approach
▪Caroline Field Review
▪State Reporting
▪VPS has provided a multitude of reports to the state: locations, design, revised budget, poles,
timeline, etc.
Engineering Updates
▪Schedule / Vantage360 Update
▪Snapshot of the new plan for Dryden, Caroline Update
▪"Low Hanging Fruit" Items
▪Dryden Yellow Anomalies
▪Game Plan
▪Caroline Huts
▪Town Hall Site
▪Speedsville Cabinet
Financial Reporting
as of May 31, 2025
Revenue and Expenses Balance Sheet
May-25 2025 to date 2021 to 2024 5/31/2025
Revenue Assets
Customer Subscriptions 22,518.00 112,483.00 62,500.45 Cash 168,375.73
Grants and ARPA funds 624,614.00 1,278,067.17 Accounts Receivable 635.50
Other Revenue Sources 587.09 11,874.70 233,326.49 Grants Receivable - MIP 1,102,372.87
Total 23,105.09 748,971.70 1,340,567.62 Total Assets 1,271,384.10
Expenses
Construction 155,217.10 1,821,063.69 8,710,189.87 Liabilities
Installation 24,244.45 186,057.07 687,482.12 Accounts Payable (est)300,000.00
Operations 23,125.27 89,361.78 306,365.23 BAN 9,460,000.00
Total 202,586.82 2,096,482.54 9,704,037.21 Loan from Town 235,705.64
Total Liabilities 9,995,705.64
HR, Admin, and Insurance
June 2025
▪Administrative resources are being stretched thin: We budgeted hiring a part -time accounting clerk to
support the project in the 2025 budget
▪Successfully hired an individual who will be starting Monday, June 9
Part-time Marketing Position – have a job description in to Civil Service for final review. Will post in the
coming week for applicants to apply.
▪Insurance
▪Dryden Fiber Insurance search has started
▪Sent beginning information to two possible providers. Still gathering last remaining pieces of information
(inventory values) in order to get proper quotes
▪We are comparing potential providers
▪Hoping to have quotes
Legal and Policy
▪Force Majeure Events
•"exclude Force Majeure events, which include outages caused by fire, flood, storms, explosion, loss of commercial power, cable
cut, accident, war, acts of terrorism, strike, embargo, epidemic, pandemic, government requirement, civil or military authori ty,
condemnation or the exercise of rights of eminent domain; Act of God, inability to secure materials or labor or any other cau ses
beyond Dryden Fiber’s reasonable control. Any Force Majeure event will suspend the Service Level Agreement until the Force
Majeure event ceases."
▪d. exclude any act or omission of Customer or Customer’s agents, contractors, or vendors
including by way of example the following:
•failing to provide Dryden Fiber adequate access to facilities for testing and/or repair,
•failing to provide access to Customer premises as reasonably required by Dryden Fiber (or its agents) to enable Dryden
Fiber to comply with its obligations regarding the Service,
•failing to take any remedial action in relation to a Service as recommended by Dryden Fiber, or otherwise preventing Dryden
Fiber from doing so, or
•any act or omission which causes Dryden Fiber to be unable to meet any of the SLAs; or
•interoperability of Customer equipment or applications
▪e. exclude outages occurring during routine Network Maintenance Windows, which occur Sunday-
Saturday 12:00 AM -5:00 AM local time;
▪f. exclude instances where customer requests that Dryden Fiber leave a trouble ticket open.
Legal and Policy
▪Current outage calculation (starts at 2 hours)
▪Credit Recommendations for outages
•Tony put together research and three recommendations
•Option 1A – stepped % monthly fee (hours: 0-4, 4-72, 72+)
•Option 1B – stepped % monthly fee (hours: 0-4, 4-36, 36-72, 72+)
•Option 2 – direct proportion to outage time based on tier ($0.XX per hour)
Length of Service non-Availability Credit
120 minutes to 240 minutes 10% of MRC
240 minutes to 480 minutes 20% of MRC
480 minutes to 960 minutes 30% of MRC
960 minutes to 1,920 minutes 40% of MRC
Over 1,920 minutes 50% of MRC
Legal and Policy
CRM
•The operations team met on 23 April and discussed using the Clarity
Connect scheduling and messaging platform to help with sign-up
requests (currently managed via Netegrity Sharepoint and an online
form) and billing (currently managed via 3rd party cloud based billing
software)
•We'll convene installation members to discuss needs and develop
requirements for a solution in Q2
APPENDIX A
Meeting Schedule
▪Dryden Fiber Public Broadband Committee – Public reporting on project
o 1st and 3rd Friday morning, 10:30am-11:30am (except July and August, 2nd and 4th
Friday morning)
▪Dryden Fiber Operations Team Meeting – Construction and Install Collaboration
o Every other Wednesday, 10am-11:15am
▪Dryden Fiber MIP Status Call – Meet with Connect All Office to stay on track
o Every Tuesday, 1pm-1:45pm
▪Dryden Fiber MIP Steering Committee – Implementation of the Grant
o Monthly (Town of Dryden, Town of Caroline)
▪Dryden Fiber Policy Committee – Advise and Recommend on Policy
o Monthly
Financial Reporting
Review of Construction Costs from beginning of project
Subcontractors (Syr. Util., Lghtspd, etc.), 50%Equipment Purchases, 28%
Professional Fees (Leg.,
Eng., etc.), 13%
Permit and Pole
Applications, 5%
Loan
interest,
2%
Misc
Constru
ction
Exp, 1%
Construction Costs 1/1/21 to 12/31/24
Subcontractors (Syr. Util., Lghtspd, etc.)
Equipment Purchases
Professional Fees (Leg., Eng., etc.)
Permit and Pole Applications
Loan interest
Misc Construction Exp
Permitting Steps
1.Final Design Edits = Survey has occurred and Prelim in is design edits
2.Prelim Sent = Sent to Hunt to review/approve and then to NYSEG/Frontier to review
3.Final NYSEG Design Sent = NYSEG reviewing final design before sending the Final Make Ready Package
4.Telco Recon = Telco Review prelim design
5.Frontier Billing Outstanding = Frontier awaiting payment to proceed
6.RFB = Request for Bid sent to contractors
7.MR Construction = Make Ready Contruction - Moves are in progress
Other Statuses (from slide 8):
▪Attached – definition...
▪Elec make-ready in process – definition...
▪Telco make-ready in process – definition...
▪Final ELEC Design Input – definition...