Loading...
HomeMy WebLinkAboutRoute 96B Danby Rd Pedestrian Study Final Report 2017NYS Route 96B (Danby Road) Pedestrian Study Town of Ithaca, NY CHA Project Number: 29904 Prepared for: Town of Ithaca 215 North Tioga Street Ithaca, New York 14850 Prepared by: 441 South Salina Street Syracuse, New York 13202 (315) 471-3569 January 2017 Town of Ithaca NYS Route 96B (Danby Road) Pedestrian Study Prepared For: Town of Ithaca 215 North Tioga Street Ithaca, NY 14850 Prepared By: CHA, Inc 441 South Salina Street Syracuse, NY 13202 January 2017 NYS Route 96B Pedestrian Study January 2017 Page i TABLE OF CONTENTS Page Number I. INTRODUCTION 1 A. Study Area 3 B. Purpose 4 II. PUBLIC PARTICIPATION 5 III. EXISTING CONDITIONS 7 A. Land Uses 7 B. Transportation Network 9 C. Traffic Data 10 D. Accident Analysis 11 E. Environmental Assessment 12 IV. ALTERNATIVES 16 A. Alternative 1 16 B. Alternative 2 17 C. Alternative 2A 18 D. Alternatives 3 and 3A 19 E. Mid-Block Crossing 20 F. Costs 23 G. Environmental Impacts 26 H. King Road Intersection 26 V. SUMMARY AND RECOMMENDATIONS 30 APPENDICES: Pedestrian Generator Checklist Appendix A Conceptual NYS Route 96B Cross Sections Appendix B NYS Route 96B Pedestrian Study January 2017 Page 1 CHAPTER I INTRODUCTION The NYS Route 96B (Danby Road) corridor is currently seeing a resurgence in growth and the Town of Ithaca Comprehensive Plan identifies the NYS Route 96B/King Road area for future high density traditional neighborhood development. This growth, in combination with the Ithaca College campus, has created a change in the transportation needs of the community, with a greater emphasis on active transportation. The existing and future land uses that are planned in the corridor are creating the synergies to encourage pedestrian oriented trips. However, the corridor does not offer pedestrian amenities other than four to eight foot shoulders. Sidewalks separated from the roadway are the preferred accommodation for pedestrians. Sidewalks provide many benefits including safety, mobility, and healthier communities. In addition to reducing walking-alongroadway crashes, sidewalks reduce other pedestrian crashes. Roadways without sidewalks are more than twice as likely to have pedestrian crashes as roadways with sidewalks on both sides of the street.1 By providing facilities that are more comfortable, we can increase the number of trips made by walking, particularly in areas with mixed land uses. Sidewalks to public transit can also increase the transportation options for individuals who may not be able to drive a car or have access to a car such as the elderly or college students. Additionally, by moving pedestrians off the travel lanes, motorist operations are improved and the capacity of the roadway is increased. Research also indicates that people will walk for recreational purposes if a facility is provided.2 Recreational walking is one of the easiest ways for people to get the recommended allotment of physical exercise each day. Moderate exercise, such as walking, contributes to both physical and mental well-being. The NYS Route 96B (Danby Road) Pedestrian Corridor Study is a project that seeks to examine and make recommendations on ways to improve conditions for pedestrians along the busy section of the NYS Route 96B (Danby Road) corridor within the Town of Ithaca. NYS Route 96B is a relatively high volume (approximately 8,400 vehicles per day), high speed roadway having no dedicated pedestrian facilities. The corridor is the home to Ithaca College, low and high density residential developments, retail businesses, office and high-tech manufacturers. Since there are no sidewalks in the corridor, pedestrians, especially the large student population, often use the shoulder of the roadway to walk to and from the City of Ithaca and the various businesses spread throughout the corridor. The large number of pedestrians using the NYS Route 96B shoulders with no separation from relatively high speed traffic (in excess of 40 mph) presents a significant safety concern. 1. FHWA Investigation of Exposure-Based Pedestrian Accident Areas: Crosswalks, Sidewalks, Local Streets, and Major Arterials. Publication No. FHWA/RD87-038, FHWA, Washington, D.C., 1987. 2. Florida Department of Transportation, Conserve by Bicycle and Pedestrian Study Phase II. FDOT, Tallahassee, FL, 2009. NYS Route 96B Pedestrian Study January 2017 Page 2 In addition, where no shoulders exist (on the northbound side from the main entrance to Ithaca College to the City of Ithaca line), pedestrians are forced to either walk in the vegetated portion of the right-of- way or walk in the roadway. This is particularly the case during the winter months when the snowbanks prevent pedestrians from walking in the vegetated portion of the right of way. The study’s goal is to develop a plan to accommodate the safe movement of pedestrians in the corridor, including recommendations for alternative sidewalk routes, crosswalks, and upgrades to traffic control devices, as well as other pedestrian amenities. A secondary goal is to reflect the current and future character of NYS Route 96B between King Road and the City of Ithaca and the transition from a rural/urban arterial to a suburban roadway to an urban roadway through various strategies such as reducing speed limits, narrowing of travel lanes and shoulders and introducing visual cues such as pedestrian accommodations, pedestrian scale lighting, and other pedestrian amenities. These changes would enhance the pedestrian experience and encourage more walking in the corridor. NYS Route 96B Pedestrian Study January 2017 Page 3 A. Study Area The study area extends approximately 1.6 miles from the City of Ithaca/Town of Ithaca municipal boundary south to the King Road intersection. This area includes Ithaca College, single-family homes, apartments, senior housing and a variety of commercial businesses and offices. Figure 1 illustrates the study area. Figure 1 Study Area NYS Route 96B Pedestrian Study January 2017 Page 4 B. Study Purpose The purpose of the project is to study the existing conditions of the NYS Route 96B corridor from a pedestrian and vehicular perspective and prepare a well-documented plan that presents safe and pleasant accommodations for the vast number of pedestrians walking within the NYS Route 96B corridor to the various destinations located within the study area. The study will provide the first step in a plan of action; essentially readying the project for future funding for design and construction. To fulfill the projects purpose, the following goals will be achieved: 1. Define the means to transport pedestrians along an aesthetically pleasing sidewalk in an efficient, cost effective and safe manner. 2. Create a pedestrian accessible corridor extending from King Road to the City of Ithaca/Town of Ithaca Municipal Line that allows connections to major destinations in the corridor. 3. Locate the pedestrian accommodations on publicly owned property and within the existing roadway right-of-way. 4. Select a preferred alternative that will serve the majority of users in the corridor. The study will identify other necessary improvements such as upgrades to existing traffic controls and associated crosswalks along with potential locations identified for new mid-block crossings. In addition, the project will seek to visually transition NYS Route 96B from a rural roadway starting at the southern end to a suburban roadway near the college environs and then to an urban street as the route enters the City of Ithaca. This will be accomplished through the use of visual elements, such as narrowing of travel lanes, shoulders and the introduction of pedestrian amenities and the reduction of speed limits. The study also recognizes the Town’s vision for development of a more urban form in the area around the King Road intersection and identifies basic street and sidewalk design elements for this aspiring compact walkable neighborhood. NYS Route 96B Pedestrian Study January 2017 Page 5 Chapter II PUBLIC PARTICIPATION The public participation process played an important role in the development of the project goals and alternatives. The process provided opportunities for private citizens, business owners, Ithaca College students and staff, elected officials, and affected government agencies to advance ideas and suggestions related to the purposes of the study. The process included a Steering Committee, an on-line survey, three Stakeholder Group meetings and a public informational meeting. The study was led by a Steering Committee that was comprised of the following representatives:  Town of Ithaca Planning and Engineering Departments  Town of Ithaca Department of Public Works  City of Ithaca  Ithaca College Three Steering Committee meetings were held, one at the beginning of the study to present a broad overview of the work that was going to be completed for the study and to set up the public participation process. The second meeting was used to present the results of the on-line survey and the Stakeholder Group meetings, present the alternatives that were developed and to discuss the public informational meeting. The third meeting was used to discuss the draft study report. An online survey was conducted to identify how pedestrians currently use the NYS Route 96B corridor and what are the major concerns of people that walk or desire to walk in the corridor. There were 340 responses to the survey, 38 percent which were Ithaca College students and 62 percent that were business owners, employees or residents of the area. 64 percent of the survey respondents stated that they walked along NYS Route 96B at least a few times per month with the biggest destinations being, the City of Ithaca, Ithaca College and the area around King Road. The survey also showed that over 70 percent of the respondents would increase their walking within the corridor if safe pedestrian accommodations were constructed. The major concerns with walking along NYS Route 96B were the speed of traffic, walking too 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Likely to Inc. Walking Likely to Inc. Choice of Destinations Not Likely to Change Likelyhood of Changing Actvities if Sidewalks Are Provided NYS Route 96B Pedestrian Study January 2017 Page 6 close to traffic, absence of lighting, no safe place to cross and poor shoulder conditions. The overwhelming opinion of the survey respondents was that pedestrian accommodations were needed throughout the corridor. Three Stakeholder Group meetings were held with key constituents in the corridor. These meetings were conducted with Ithaca College students, staff, and safety personnel, businesses and employees in the northern portion of the corridor (Rogans Corner, Chainworks, and South Hill Business District), and with businesses and residents in the southern portion of the study area (Longview Senior Housing, retail establishments around the King Road intersection and the Montessori School). The results of these meetings echoed what was gleaned from the on-line survey; people think that pedestrian accommodations are critical and needed now, people that currently walk or are afraid to walk think that vehicle speeds are too high throughout the corridor and people do not feel safe walking along the shoulders of the roadway. Finally, a public informational meeting was held that was advertised to the general public. In addition the meeting advertisement was posted on the Town of Ithaca’s website, a press release was sent out to the local newspapers and land owners along the corridor were sent postcards notifying them of the meeting. The public informational meeting was attended by approximately 50 people from the general public and included residential land owners, business owners, users of the corridor who currently bike or walk, residents of Longview and Ithaca college students and staff. The meeting consisted of a presentation of the study along with a summary of the data that was collected, an overview of the public participation that had occurred and the alternatives that were being considered. Time was also set aside for the meeting attendees to ask questions. 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Fast Moving Traffic No Safe Place to Cross Shoulder Condition Poor Lighting Narrow Shoulders Primary Pedestrian Issues NYS Route 96B Pedestrian Study January 2017 Page 7 Chapter III EXISTING CONDITIONS An inventory of existing conditions for the corridor was completed to meet the project purpose. This included the collection of accident and traffic data, a windshield survey of existing land uses, the completion of the NYSDOT Pedestrian Generator Checklist (included in appendix), and identification of environmental constraints. A. Land Uses The corridor includes Ithaca College which enrolls approximately 6,900 students and employs nearly 1,700 faculty and support staff. Dormitories are located throughout the main campus including areas near the middle of the NYS Route 96B corridor. Townhouse style apartments that have an occupancy of approximately 1,000 students are located at the southern fringe of the campus. In addition, there is a large population of students living in off-campus housing located along the entire length of the corridor and just over the border in the City of Ithaca. The corridor also contains a variety of other residential developments including, single and multi-family homes, a condominium development, several apartment complexes, and a senior living facility (Longview) that houses both active and infirmed seniors. In addition, there are several new housing developments planned for the corridor including a 22 unit affordable townhouse development, a 24 unit townhouse development at Longview and a 13 lot subdivision for one and two family homes. These uses are illustrated on the map on the following page. The corridor includes a variety of businesses spread out along the corridor; several providing food and other conveniences with easy access to students, residents and employees. At the southern end of the corridor (in and around King Road) are a carry-out restaurant, a coffee/bake goods store, and a gas station/convenience store that offers a variety of food items. At the northern end of the study area is the Rogan’s Corner retail complex that includes a restaurant, gas station/convenience store, a liquor store, and a confectionary store. In addition, a new 19,000 square foot commercial/retail development has been approved for the northeast corner of the intersection of NYS Route 96B/King Road. Finally, just outside the northern end of the study area is the City of Ithaca which provides numerous shopping and entertainment destinations. NYS Route 96B Pedestrian Study January 2017 Page 8 NYS Route 96B (Danby Road) Land Use Map Source: Town of Ithaca NYS Route 96B Pedestrian Study January 2017 Page 9 There are also numerous other land uses throughout the corridor that generate pedestrian activity. There is a Montessori School located along King Road, with over 200 students in grades K-8 and the South Hill Business Campus (a mixed use facility with offices, research/development and manufacturing) that currently has 39 tenants and has plans for future expansion. Finally, the joint venture between the Ithaca College Gerontology Institute and Longview, located on opposite sides of NYS Route 96B, has the potential to generate significantly more pedestrian activity than it currently does. There are approximately 300 students along with two dozen faculty members per semester that interact with over 100 residents at Longview. Conversely, the Longview residents take courses and attend many college performances and activities held on the Ithaca College campus. While located virtually across the street from each other, students and Longview residents choose to drive between these uses rather than walk because of the perceived lack of safe pedestrian facilities. B. Transportation Network NYS Route 96B (Danby Road) is a New York State Department of Transportation owned and maintained highway that is classified as an urban minor arterial north of King Road and an urban minor collector south of King Road. The roadway varies in width from a two-lane roadway to a four lane roadway. The four-lane segment provides a truck climbing lane for the southbound direction and a truck braking lane for the northbound direction because of steep grades (5 - 9%). The speed limit is 50 mph for the segment of the study area beginning at Kings Road, but decreases to 40 mph immediately south of the Ithaca College main entrance, then changes to 30 mph at the Ithaca City Line. In general, the road has 12 foot travel lanes with an 8-foot shoulder on the northbound side and 4-foot shoulder on the southbound side. Where the roadway is four lanes, there is no shoulder on the northbound side and the roadway is curbed. The northbound curb lane is 10 feet wide. It should be noted that when the roadway was widened in 1966 to accommodate the southbound truck climbing lane, the northbound curb lane was designated in the plans as a parking lane. This lane was later converted by NYSDOT for use as a low-gear/braking lane for heavy vehicles descending the hill, which NYS Route 96B Pedestrian Study January 2017 Page 10 is the current configuration. Traffic signals within the study area are located at the driveway to the South Hill Business Campus, the main entrance to the Ithaca College and at the intersection of King Road. The distance between the South Hill Business Campus and Ithaca College intersections are approximately 750 feet and approximately one mile between Ithaca College and King Road. The only pedestrian accommodation that is available at the three intersections is a signalized crosswalk across NYS Route 96B on the north side of the Ithaca College main entrance intersection. The only signage in the corridor that supports pedestrians and bicyclists are advance crosswalk warning signs prior to the crosswalk at the Ithaca College main entrance and “Share the Road” signs for northbound traffic just north of the Ithaca College main entrance and for southbound traffic approximately 500 feet south of the Coddington Road intersection. C. Traffic Data The NYSDOT provided the traffic data that was used in the analysis of traffic operations. This included average daily traffic counts on NYS Route 96B along with travel speed data. Average daily traffic volumes on NYS Route 96B is approximately 8,400 vehicles per day according to 2014 NYSDOT traffic counts with heavy trucks and buses accounting for approximately 4 percent of the daily traffic (2006 NYSDOT Vehicle Classification count). Travel speeds on NYS Route 96B are displayed in the Table 1 below: Table 1 NYS Route 96B Travel Speeds Southbound Northbound Avg. Speed 42.3 mph 43.3 mph 50th Percentile Speed 45.7 mph 47.7 mph 85th Percentile Speed 50.8 mph 54.0 mph Source: NYSDOT Speed Study - 2006 It should be noted that the speed study was completed on the portion of NYS Route 96B that has a speed limit of 40 mph. Average speed is the average of the speeds of all recorded vehicles; 50th percentile speed is the speed where exactly one-half of the vehicles are traveling faster and one-half of the vehicles are traveling slower. The 85th percentile speed is the speed at which is exceeded by only 15 percent of the vehicles. What is important to note is that the 85th percentile speed is the speed typically used by NYSDOT to establish speed limits. As can be expected, the northbound speeds are slightly higher given the downgrade into the City of Ithaca. This speed data is further evidence that what is being perceived by the pedestrians that currently use the corridor (vehicles travel at a high rate of speed) is actually occurring. NYS Route 96B Pedestrian Study January 2017 Page 11 A highway capacity analyses were conducted for the section of NYS Route 96B that is four lanes (from the City of Ithaca/Town of Ithaca line south to the main entrance to Ithaca College) using the methodology outlined in the Highway Capacity Manual 2010 (HCM 2010) published by the Transportation Research Board. Level of service (LOS) criteria is based on the volume of traffic on the roadway compared to its capacity (V/C Ratio), and range from LOS A to LOS F. A LOS of D or better is generally considered acceptable during peak periods of traffic. This analysis shows that both the northbound and southbound directions currently operate at LOS A during both weekday commuter peak hours. D. Accident Analysis NYSDOT provided accident data from the Accident Location Information System (ALIS), for the section of NYS Route 96B from King Road to the City of Ithaca/Town of Ithaca municipal line. This data was provided for the three year period of October 1, 2011 through September 30, 2014, which was the most recent period available. Review of the accident data shows that there were 76 total accidents in the corridor over the three year period. This includes accidents at the major intersections (King Road, College Circle, Bella Vista Drive, Alumni Drive and Coddington Road) and the areas on NYS Route 96B between these intersections. A summary of the accidents are presented in Tables 2 and 3. Table 2 NYS Route 96B Accident Crash Severity Summary Severity Ithaca City Line to Ithaca College Ithaca College to King Road Non-Reportable 12 9 Property Damage Only 18 22 Injury 7 8 Fatal 0 0 Total 37 39 Table 3 NYS Route 96B Accident Summary Link Rear End Left Turn Fixed Object Right Angle Ditch Overtake Side Swipe Ped/Bike Animal Other Ithaca City Line to Ithaca College 9 3 2 3 2 1 1 2 13 1 Ithaca College to King Road 6 4 3 3 3 2 2 0 12 4 As Table 3 shows, 33 percent of the accidents in the corridor are due to collisions with deer even though there are a number of Deer Crossing warning signs throughout the corridor. The next highest percentage of accidents were rear ends which is not uncommon with the number of commercial and residential driveways in the corridor, combined with travel speeds that are higher than the posted speed limit. The NYS Route 96B Pedestrian Study January 2017 Page 12 average accident rate for the section of NYS Route 96B between the City of Ithaca/Town of Ithaca municipal line and the Ithaca College main entrance is 6.37 accidents per million vehicle miles traveled which compares to an average accident rate of 5.24 accidents per million vehicle miles traveled for similar type facilities. The average accident rate for the section of NYS Route 96B between the Ithaca College main entrance and King Road is 4.61 accidents per million vehicle miles traveled which compares to an average accident rate of 3.79 accidents per million vehicle miles traveled for similar type facilities. However, if one is to remove the accidents that involved collisions with deer, the average accident rates for both sections of NYS Route 96B would be less than the state wide average for similar type facilities. Fortunately, there have been no recorded fatalities in the corridor. There was one recorded crash involving a bicyclist that occurred in 2013 approximately 550 feet south of Coddington Road, where the motor vehicle driver failed to appropriately yield the right-of-way to the bicyclist. In 2014, there was a crash involving a pedestrian crossing Route 96B in this same general area south of Coddington Road, where the contributing factor was identified as pedestrian error/confusion, and for which the pedestrian was given a citation. An accident involving pedestrians occurred in 2008 when an Ithaca College student was struck by a car near Rogan’s Corners and the patrol officer responding to the accident was subsequently struck by another car. These are the only known pedestrian accidents to have occurred in this section of the corridor. Although this crash history does not show a high frequency of pedestrian-related accidents, this absence of an accident history does not necessarily indicate conditions are safe and accessible for pedestrians3. The lack of adequate pedestrian facilities along Route 96B, which in some areas induce pedestrians to walk in a travel lane, presents an inherent safety risk for pedestrians walking along the corridor that is inconsistent with the current transportation needs and expectations of corridor users. E. Environmental Assessment A preliminary environmental assessment was completed to understand the impacts/context for any potential alternatives. General Ecology and Endangered Species The Town of Ithaca Comprehensive Plan (2014) and the Unique Natural Areas Map of Tompkins County identify the 70-acre South Hill Swamp Unique Natural Area (UNA-154) east of Route 96B in the Town. UNA-154 is located south of the Ithaca College Campus and north of East King Road. Source: Town of Ithaca Comprehensive Plan A small westernmost portion of the UNA resource appears to be located along the east edge of Route 96B. The project is not anticipated to adversely impact the resource. No designated Critical 3 New York State Highway Design Manual, Chapter 18 – Pedestrian Facility Design, Section 18.5.2 NYS Route 96B Pedestrian Study January 2017 Page 13 Environmental Areas are located near the project corridor. A review of the NYSDEC Environmental Resource Mapper indicates the project area falls within the vicinity of possible rare plants and/or animals as well as nearby significant natural communities. These communities are likely associated with the South Hill Swamp Unique Natural Area. According to the Town of Ithaca Comprehensive Plan, the Natural Heritage database lists 25 scarce plant species that were known to exist at one time in the Town of Ithaca, 18 of which are State-listed plant species. Of these, however, only four were recently confirmed; with the exception of one species documented in 1977, the rest have not been documented since 1945 (most have not been seen since the 1920s and earlier). All of the recently confirmed listed species are sedge species. None of these plants are listed by New York State as being rare and are not on the Federal endangered and threatened list. The northern Long-eared bat is noted as a potential endangered species in Tompkins County. The NYSDEC Natural Heritage Program and the USF&WS will be contacted regarding these considerations as study recommendations are advanced to design. Ground Water The Tompkins County Aquifers map indicates that the study area and general region along Route 96B is underlain by till and/or bedrock aquifers. The potential improvements considered by this study are unlikely to adversely impact groundwater resources. Surface Water A review of the Tompkins County Watersheds and New York State Freshwater Wetlands Map identifies the possible presence of two small intermittent streams that cross the Route 96B corridor in an east/west direction. One stream is located in the northern half of the corridor north of Ithaca College and one crosses 96B in the southern portion of the corridor south of the Ithaca College campus. It is not anticipated that these streams will be adversely impacted by the potential improvements considered by this study. State Wetlands There are no NYSDEC regulated freshwater wetlands or regulated adjacent areas (100ft) within the study area along the NYS Route 96B corridor, according to the NYSDEC Freshwater Wetlands Map and information obtained via the NYSDEC Environmental Resource Mapper. A review of the Tompkins County Watersheds and New York State Freshwater Wetlands Map also indicate that there are no mapped NYS Freshwater Wetlands in the study area. A site visit has not been performed. No further investigation appears to be required under Environmental Conservation Law, Article 24. NYS Route 96B Pedestrian Study January 2017 Page 14 Federal Jurisdictional Wetlands A review of U.S. Fish & Wildlife National Wetlands Inventory maps does not identify any mapped federal wetlands along the Route 96B corridor in the study area. The nearest mapped wetlands are located well east of the corridor in the southern portion of the Ithaca College campus. The potential improvements considered by this study are not anticipated to adversely affect federal wetlands. A site visit to verify this has not been performed. Floodplains A review of the Tompkins County Flood Hazard map indicates that there are no 100 year floodplains along the Route 96B corridor in the study area. Historic Resources The Town of Ithaca Comprehensive Plan (2014) identifies one district and three sites in the Town that are listed on the State and National Register of Historic Places. These include:  Forest Home Historic District, nominated to the State and National Registers in 1998, which encompasses 50 acres and includes 75 buildings and four structures.  Cornell University campus (within the Town), Rice and Wing Halls (part of the Agriculture Quad) listed in 1984.  Hayts Corner Chapel (Abolitionist Church) and Schoolhouse on the corner of Hayts and Trumansburg Roads listed in 2006. The Town of Ithaca Comprehensive Plan (2014) identifies approximately nine inventoried properties along the Route 96B corridor. A historic marker for the 1892 Ithaca Conservatory of Music is located approximately 300 feet north of the Ithaca College campus on Danby Road. None of these locations will be adversely impacted. The New York State Office of Parks, Recreation and Historic Preservation will be contacted as study recommendations are advanced to design. Parks The Town of Ithaca Comprehensive Plan (2014) does not identify any parklands within the project area. Buttermilk Falls State Park is located approximately one-half mile to the west of the project area, but will not be adversely impacted by the project. Noise Sensitive receptors along the Route 96B corridor include residential neighborhoods and institutional uses. The potential improvements considered by this study will result in pedestrian enhancements that are not anticipated to result in adverse noise impacts along the corridor to nearby sensitive receptors. NYS Route 96B Pedestrian Study January 2017 Page 15 Visual Impacts The Town of Ithaca Comprehensive Plan (2014) identifies important scenic views along the Route 96B corridor in the project area. Gateway views of the southernmost portion of Cayuga Lake exist just south of Bella Vista Lane near the Longview senior residential facility. Predominate viewer groups include residents, motorists and pedestrians. Any of the alternatives that will be considered should provide a positive visual improvement and that the potential improvements are not anticipated to have an adverse impact. New visual elements that would be considered in any alternative such as sidewalks, streetscaping and reconfigured crosswalks will enhance the corridor. Smart Growth To the extent practicable this project appears to meet the relevant criteria as described in ECL § 6-0107 in compliance with the New York State Smart Growth Public Infrastructure Policy Act (SGPIPA). More specifically it meets the guidelines to provide mobility through transportation choices, including improved public transportation and reduced automobile dependency and also promotes sustainability. The Smart Growth Screening Tool will be used to assess the project’s consistency and alignment with relevant Smart Growth criteria. Environmental Justice Environmental justice is the fair treatment and meaningful involvement of all people regardless of race, color, national origin or income with respect to the development, implementation and enforcement of environmental laws, regulations and policies. A review of the NYSDEC environmental justice areas map for Tompkins County indicates that the Route 96B corridor within the Town of Ithaca is not within an environmental justice area. An environmental justice area does extend from the Town of Ithaca/City of Ithaca municipal boundary along Route 96B northward in the City of Ithaca. Even though the NYS Route 96B corridor is not in an environmental justice area, providing facilities to promote alternative transportation modes does help promote accessibility/mobility for all users and demographics. NYS Route 96B Pedestrian Study January 2017 Page 16 Chapter IV ALTERNATIVES The study included the evaluation of three alternatives, including a Null Alternative and two Build Alternatives. Descriptions of these alternatives, and their associated impacts and benefits are discussed below. A. Alternative 1 - Null Alternative 1 is the null, or do nothing alternative. It quickly became apparent based on the feedback that was received during the Stakeholder Group meetings, the result of the online survey and comments made during the public informational meeting that the null alternative did not meet any of the goals and objectives of the study nor did it satisfy the opinions of the public at large. Based on the results of the online survey, the comments that were received during the Stakeholder group meetings, the current layout of NYS Route 96B, the available right-of-way (approximately 100 feet in most areas) and cost considerations, two build alternatives were developed and presented to the Steering Committee and to the public at an informational meeting. The two build alternatives are described below and conceptual layouts of the roadway cross sections for each of the build alternatives are provided in Appendix B. There are elements that are common to both Build alternatives 2 and 3. These include the following:  Reduced travel-lane width (from 12 feet to 11 feet);  Reduced shoulder width (from 8 feet to 4 feet minimum);  Sidewalks on one or both sides of the route;  Pedestrian scale lighting, benches, and street trees on the back edge of the sidewalk;  New upgraded vehicular traffic signals at the main entrance to Ithaca College and the South Hill Business Campus driveway;  Upgraded pedestrian signals and infrastructure at the intersection of NYS Route 96B and Ithaca college main entrance which could include additional signage to make the crosswalk more visible to drivers, and;  New pedestrian accommodations at the King Road intersection. NYS Route 96B Pedestrian Study January 2017 Page 17 It should also be noted that the City of Ithaca also has a capital project that will extend its current sidewalk network to the City of Ithaca/Town of Ithaca Municipal Line over the next two to three years. Any future pedestrian accommodations in the NYS Route 96B corridor would then tie into this network. B. Build Alternative 2 In this alternative, a new sidewalk would be constructed on the east side of NYS Route 96B from King Road north to the City/Ithaca Town Line. The section of sidewalk from King Road to the Ithaca College main entrance would be located as far as possible from the edge of the roadway shoulder, with a minimum of 10 feet separation if right-of-way permits. It appears that from the plans provided by NYSDOT, that the sidewalk can be constructed within the existing right-of- way. This design may require the filling in of the open ditches along the side of roadway and replacing them with new drainage pipes and structures. Where possible, the design would seek to minimize costs by not having to fill in the open drainage ditches. The decision to maintain the existing drainage or replace it will be identified during the design phase. The reason to keep the sidewalk as far from the shoulder as possible allows ample room for snow storage during winter months and pedestrians generally feel safer being further away from the flow of vehicular traffic. The section of new sidewalk from the Ithaca College main entrance to the Ithaca City line would be created by using the northbound curb lane. Currently NYS Route 96B has a single northbound lane from King Road to Ithaca College, then widens out to two northbound lanes north of Ithaca College then narrows back down to a single northbound lane at the Ithaca City Line. This alternative would convert the northbound curb lane into a 5 foot sidewalk with a minimum five foot shoulder for bicyclists, and a minimum 5 foot grassed area for snow storage. This sidewalk would then tie into the City of Ithaca sidewalk system. The impacts to the northbound traffic flow will be minimal in terms of how the roadway actually operates from a capacity standpoint. As discussed in the previous section, the northbound lanes of NYS Route 96B currently operate at level of service (LOS) A during both peak hours with a volume to capacity (V/C) ratio of approximately 0.15 during the AM peak hour and 0.07 during the PM peak hour. LOS and V/C ratios are both a measure of the relative operation of a section of highway. LOS varies between LOS A and LOS F with LOS D generally considered acceptable. V/C ratios vary between 0.00 and 1.00 and relate the actual volume of traffic on the roadway to the capacity of that roadway. With only one lane going northbound, the level of service is estimated to operate at LOS C during both peak hours with a volume to capacity ratio of 0.32 during the AM peak hour and 0.16 during the PM peak hour. As shown, the reduction to one northbound lane will not significantly impact the mobility of the traveling public. NYS Route 96B Pedestrian Study January 2017 Page 18 There is a very limited amount of development on the west side of NYS Route 96B north of Ithaca College, with the largest being the South Hill Business Campus. In addition, since there is only one lane south of the Ithaca College main entrance and only one lane of traffic in the City of Ithaca, having only one lane between these two sections will create consistency throughout the corridor. The loss of the additional northbound lane means removing the truck/bus low-gear lane which could have safety issues as heavy vehicles enter the City of Ithaca. However, this also could be a benefit to traffic entering the City as all traffic will be contained in one lane and there will be no need to merge just prior to entering the City and vehicle speeds should be lower. This alternative generally meets the goals of the project by providing pedestrian accommodations for users that travel on the east side of NYS Route 96B (Ithaca College staff and students and residents) between King Road and the City of Ithaca. However, there are a large group of users (Longview residents and staff, employees and residents that live on the west side of NYS Route 96B) not being served by this alternative. This group would still be required to use the shoulder of the roadway to cross at one of the signalized crossings (South Hill Business Park, King Road or Ithaca College main entrance, though the Ithaca College intersection is the only one currently with pedestrian accommodations). C. Build Alternative 2A A variation of Build Alternative 2, Build Alternative 2A provides a sidewalk along the east side of Route 96B outside of the existing curb line/edge of pavement, from King Road to the City/Town line. This alternative is the same as Build Alternative 2 for the segment from King Road to the Ithaca College main entrance. The sidewalk placement from the Ithaca College entrance to the Ithaca City line in Build Alternative 2A would continue the sidewalk outside the curb line/pavement limits, and maintain the 4-lane roadway section for vehicular and bicycle traffic (rather than the road diet concept of Build Alternatives 2 and 3). In this alternative, the sidewalk from the College to the City Line would desirably be placed at least 10 feet from the edge of the roadway per the NYSDOT Highway Design Manual, if available right-of-way and physical conditions allow, but minimally provide a 5-foot separation between the roadway and sidewalk where site conditions are constrained. This alternative would not change the capacity or operational characteristics of the vehicular travel way from the existing conditions, and would not change the accommodations for truck traffic. The construction of sidewalk along the east side of Route 96B between Ithaca College entrance and the City Line in this alternative presents several challenging areas related primarily to topography and drainage features. Right-of-way does not appear to be a constraining factor (except perhaps at the northern extent where the sidewalk would tie into the existing city sidewalk near #805 South Aurora Street). Steep side slopes and potential rock outcroppings are likely to require retaining walls or other special treatments to accommodate the sidewalk. Mature trees and landscaping at residential and commercial properties may also be affected. These areas might be mitigated by reducing the buffer zone width between the sidewalk and the roadway. NYS Route 96B Pedestrian Study January 2017 Page 19 D. Build Alternatives 3 and 3A Alternative 3 is essentially the same as Alternative 2 but with the addition of a sidewalk on the west side of NYS Route 96B from King Road north to the South Hill Business Campus driveway. The sidewalk on the west side would be similar to the southern portion of the sidewalk on the east side in that it would be located as far as possible from the edge of the roadway shoulder, with a minimum of 10 feet separation from the shoulder if right-of-way permits. This alternative would also include new pedestrian crossings at the existing signalized intersection of NYS Route 96B and the South Hill Business Campus driveway and a new mid-block pedestrian crossing of NYS Route 96B in the area of the College Circle Apartments. The principle reasons for having a sidewalk on the west side extending from the South Hill Business Campus to King Road are:  The majority of pedestrian movements on the west side occur between King Road and the South Hill Business Campus. There are no destinations on the west side between the South Hill Business Campus and the Ithaca City Line. If someone does want to walk to or from the City of Ithaca, they can cross the roadway at one of the signalized pedestrian crossings and continue north or south.  As part of its Master Plan, Ithaca College is planning to relocate its main entrance slightly north to intersect with NYS Route 96B opposite the South Hill Business Campus.  Lastly, as the Chain Works District develops and becomes more of a destination, sidewalks should be constructed as part of that development which would fill in the missing gap between the South Hill Business Campus driveway and the Ithaca City Line. Build Alternative 3A is a combination of the Build Alternative 3 west side sidewalk with the Build Alternative 2A east side sidewalk. The impacts of Alternative 3 or 3A would be similar to that of Alternative 2 or 2A in that it appears that this alternative can be constructed within the existing right-of-way and the impacts on traffic flow would be the same. Alternatives 3 and 3A meet the objectives of the study by providing safe pedestrian accommodations for the large majority of users. This alternative ties the east and west sides of NYS Route 96B together and also allow pedestrians to travel to and from the major destinations within the corridor. It provides safe crossings at a number of locations to allow pedestrians to cross from one side to the o ther if there is a desire to do so. NYS Route 96B Pedestrian Study January 2017 Page 20 E. Mid-Block Crossing For most of this century—since pedestrians and motorists began competing for space—safety campaigns have directed pedestrians to walk to intersections to cross roadways. This is helpful advice, especially in downtown locations where signalization is frequent, where traffic light cycle lengths are typically short, blocks are short, and intersections are small and compact. But with the advent of the modern suburb and development in more rural areas, blocks are much longer, signalization is less frequent, some intersections are very wide, and vehicle speeds are much higher than in downtown areas. Under these conditions, crossing at intersections becomes less practical and often more dangerous. When convenient and manageable crossing points are not identified, most pedestrians cross at random, unpredictable locations. In making random crossings, they create confusion and add risk to themselves and drivers. Well-designed midblock crossings can actually provide many safety benefits to pedestrians when placed in proper locations. Many people do not go out of their way to cross at established intersections. Instead, they choose to cross the street using the most direct route, even if that means crossing several lanes of busy traffic. Well placed mid-block pedestrian crossings decrease random and unpredictable crossings associated with a high risk of collisions, especially in areas that are heavily travelled by pedestrians or where block lengths are long. Mid-block crossings consolidate pedestrian traffic and allow drivers to predict and expect pedestrian traffic. Numerous options are available to create safe mid-block crossing locations for pedestrians. Not all midblock crossings are equal – solutions used on broad arterial roadways with fast-moving traffic will differ greatly from those used on narrow streets carrying lower volumes of vehicular traffic. Regardless of the type of crossing treatment used, all mid-block crossings should exhibit the following characteristics: (source: Transportation Research Board)  The act of crossing the street is made simple and convenient for pedestrians  The crossing location and any waiting or crossing pedestrians have excellent visibility  Vehicle speeds are slowed or controlled in the area of the pedestrian crossing  Vehicle drivers are more aware of the presence of the crossing location  Vehicle drivers yield the right-of-way to legally crossing pedestrians  Pedestrians use designated crossing locations and obey applicable state and local traffic laws Rarely is only one pedestrian solution used at a crossing location; most often, two or more improvements are combined to maximize visibility, motorist yielding and pedestrian comfort. NYS Route 96B Pedestrian Study January 2017 Page 21 As part of Alternatives 3 and 3A, a new mid-block crossing of NYS Route 96B is proposed near the College Circle Apartments, between the College Circle Apartments and King Road. The location is approximately 600 feet north of King Road and 400 feet south of the College Circle apartments. Given the overall layout of the roadway, this location is ideal as it avoids any taper areas and auxiliary lanes (providing the shortest crossing distance), the grade of the roadway is suitable for a crossing, there is sufficient sight distance and it is adjacent to the destinations surrounding the King Road intersection. There are two types of crossings that were considered; one is a standard fully signalized mid- block crossing and the other is a more passive crossing that would include flashing beacons and signage. The type of crossing that would be used would likely be based on the speed limit of the roadway. Currently NYS Route 96B in the area of the proposed mid-block crossing is 50 mph which would dictate a signalized crossing. A lower speed (less than 40 mph) limit however would allow more passive, unsignalized crossing treatments. Typical mid-block signalized crossings are shown below. Traditional Traffic Signal Area of Mid- Block Crossing NYS Route 96B Pedestrian Study January 2017 Page 22 HAWK Signal The advantage of a traditional signal is that drivers are familiar with these signals which results in extremely high rates of compliance. The disadvantage of these is that the installation of a traditional signal needs to meet the requirements for the installation of a traffic signal which typically means high volumes of pedestrian traffic. The advantages of the HAWK signal is that they are as effective at stopping traffic as a traditional traffic signal, but they are not subject to the same strict pedestrian volume requirements. The HAWK signal also includes a phase during which vehicles may proceed through a red light after they have made a complete stop (much like a stop sign), given that all pedestrians have cleared the crosswalk. The main concern with HAWK signals is that nearly all motorists are unfamiliar with them and a learning curve is necessary for optimal function of the mid-block crossing. Mid-block unsignalized pedestrian crossing treatments are shown on the following page. These are typically installed at lower speed locations (less than 40 mph). Flashing signals are commonly used to increase motorist’s awareness of pedestrians. These signals function in one of two ways: passive signal that constantly flashes around the clock and pedestrian activated signals that will not flash until a button is activated by a pedestrian. Pedestrian activated signals are likely to be more effective than passive ones, as frequent local drivers eventually learn to “tune-out” signals that flash constantly. Flashing lights alone – whether passive or pedestrian activated – are only mildly effective at producing driver yielding and should always be used in conjunction with other pedestrian safety measures such as signage and high visibility pavement markings. NYS Route 96B Pedestrian Study January 2017 Page 23 Rectangular Rapid Flashing Beacon In Pavement Lighting w/Flashing Beacons NYS Route 96B Pedestrian Study January 2017 Page 24 F. Costs The costs for Alternative 2 and 2A are shown in Table 4, and are based on 2016 construction pricing. The costs have been broken down by segment (From King Road to Ithaca College and from Ithaca College to the Town of Ithaca/City of Ithaca municipal line). Alternatives 2 and 2A include a new sidewalk along the east side of NYS Route 96B from King Road to the City of Ithaca/Town of Ithaca municipal line along with upgraded traffic signals at the Ithaca College main entrance and at the South Hill Business Campus and new pedestrian signals at King Road. These cost estimates to do not include any improvements associated with the complete redesign of the NYS Route 96B/King Road intersection that is discussed in following sections of this report. Further, it is noted that there are two Town water mains within the Route 96B corridor that could be impacted by the construction of the sidewalks in this alternative. The final project costs will need to include the costs for modifications to these utilities. Table 4 Estimated Construction Costs: Alternative 2 and 2A Location Item Alternative 2 Alternative 2A Clearing $ 30,000 $ 30,000 Earthwork and Restoration $ 150,000 $ 150,000 Sidewalk $ 170,000 $ 170,000 Drainage $ 315,000 $ 315,000 Lighting $ 300,000 $ 300,000 Upgraded Ithaca College Signal $ 125,000 $ 125,000 King Road Ped Signals $ 60,000 $ 60,000 Subtotal $ 1,150,000 $ 1,150,000 Construction Contingency (20%) $ 230,000 $ 230,000 Design & Construction Support Contingency (25%) $ 345,000 $ 345,000 Segment Total $ 1,725,000 $ 1,725,000 Earthwork and Restoration $ 125,000 $ 155,000 Sidewalk/Curbing $ 290,000 $ 115,000 Drainage $ 370,000 $ 80,000 Lighting $ 200,000 $ 200,000 Upgraded South Hill Business Campus Signal $ 100,000 $ 100,000 Subtotal $ 1,085,000 $ 650,000 Construction Contingency (20%) $ 217,000 $ 130,000 Design & Construction Support Contingency (25%) $ 326,000 $ 195,000 Segment Total $ 1,628,000 $ 975,000 3,353,000$ 2,700,000$ King Road to Ithaca College Access Ithaca College Access to City of Ithaca Total - Alternative Notes: (1) Costs do not include the costs for water main modifications that may be required as an impact of the project. (2) All cost estimates are based on 2016 construction prices. NYS Route 96B Pedestrian Study January 2017 Page 25 The above costs assume that all work can be done within the existing roadway right-of-way. The higher costs identified for Alternative 2 reflect the more extensive drainage and curb work associated with this alternative. However, as discussed previously, the design of the sidewalk will attempt to maintain the existing drainage as much as possible so as to minimize costs. Also included in the costs are contingencies for non-itemized construction costs and for design, permitting, and construction administration/inspection costs. These contingencies are typical given the conceptual nature of the current design. The costs of Alternative 3 and Alternative 3A are illustrated in Table 5, which are also based on 2016 construction pricing. This includes all the costs associated with Alternatives 2/2A plus a new sidewalk on the west side of NYS Route 96B from King Road to the South Hill Business Campus and a new mid-block crossing near the College Hill Apartments. For budgeting purposes, the higher cost option of full signal control of the proposed mid-block crossing was used for the estimate. As noted for Alternatives 2 and 2A, the costs shown in Table 5 do not include costs for modifications to the Town’s water main utilities that may be impacted by the project. Table 5 Estimated Construction Costs Alternatives 3 and 3A Location Item Alternative 3 Alternative 3A Earthwork and Restoration $ 200,000 $ 200,000 Sidewalk $ 270,000 $ 270,000 Drainage $ 215,000 $ 215,000 Lighting $ 350,000 $ 350,000 New Mid-Block Signal $ 100,000 $ 100,000 Subtotal $ 1,135,000 $ 1,135,000 Construction Contingency (20%) $ 227,000 $ 227,000 Design & Construction Support Contingency (25%) $ 341,000 $ 341,000 SubTotal $ 1,703,000 $ 1,703,000 $ 3,353,000 $ 2,700,000 5,056,000$ 4,403,000$ King Road to South Hill Business Campus Driveway (west side improvements) Total - Alternative Notes: (1) Costs do not include the costs for water main modifications that may be required as an impact of the project. (2) All cost estimates are based on 2016 construction prices. Alternative 2, 2A (east side) Improvements NYS Route 96B Pedestrian Study January 2017 Page 26 G. Environmental Impacts As discusses in Chapter III, Section E, a preliminary review of environmental impacts indicates that there are no anticipated impacts to the environment for any of the Build alternatives. A more detailed analysis of the environmental impacts will be performed during the design phase. H. King Road Intersection The Town of Ithaca, along with Form Ithaca, have been studying the re-design of the intersection of NYS Route 96B and King Road area along with how best to develop the surrounding land. Form Ithaca is an initiative to help support the ongoing efforts of the City and Town of Ithaca to update the land use regulations to meet the goals and objectives of their comprehensive plans. The idea behind the redesign of the NYS Route 96B/King Road intersection area is to support a full range of housing and lifestyle options within a framework that facilitates transportation choice, a reduction in greenhouse gas emissions and a strong economy for the region. The 2014 Town of Ithaca Comprehensive Plan calls for the NYS Route 96B (Danby Road)/King Road intersection area in the South Hill to be the setting for a compact mixed use neighborhood based on traditional neighborhood development (TND) principals. Reflecting the development patterns of a village- type setting, this pedestrian oriented neighborhood would include a variety of housing types, a network of interconnected streets and be anchored by a central public space with shops, services and places where people can meet and congregate. A conceptual plan of development in the area is shown in the drawing below. Conceptual Land Use Plan of NYS Route 96B/King Road Area Source: Form Ithaca NYS Route 96B Pedestrian Study January 2017 Page 27 NYS Route 96B (Danby Road) would serve as the main street to this new neighborhood, with buildings fronting along a streetscape that would be designed to safely serve and enhance the pedestrian experience. The narrowing of the road and application of other traffic-calming measures would be essential to the pedestrian oriented goals of this new neighborhood. Ultimately, under full build out, on- street parking would be envisioned to further create a buffer between vehicles moving on NYS Route 96B and pedestrians on the sidewalk. For the design of the intersection and street, Form Ithaca brought together transportation experts and stakeholders, including staff from NYSDOT to develop a conceptual plan for what NYS Route 96B could look like to support the development of a village center/square. This group also came to the conclusion that the volume of traffic did not justify four lanes of traffic on NYS Route 96B and that it could be narrowed to two 10-foot lanes with a boulevard strip in the middle. The road is wide enough to also accommodate a two-way cycle track and sidewalk. Here is the street section that they proposed along with two alternatives for the redesign of the NYS Route 96B/King Road intersection. Conceptual NYS Route 96B Cross Section Source: Form Ithaca NYS Route 96B Pedestrian Study January 2017 Page 28 Conceptual Intersection Designs Source: Form Ithaca NYS Route 96B Pedestrian Study January 2017 Page 29 As these drawing show, Form Ithaca, the stakeholders and design professionals clearly indicate that a more urban design for NYS Route 96B is appropriate from King Road to the City of Ithaca/Municipal Line. Although this study only considers pedestrian accommodations along NYS Route 96B, we recommend that consideration be given the redesigning NYS Route 96B and the King Road area to a more urban roadway with appropriate speed limits. NYS Route 96B Pedestrian Study January 2017 Page 30 CHAPTER V SUMMARY AND RECOMMENDATIONS The preceding discussion presents the existing conditions of the corridor and two potential build alternatives to accommodate pedestrians within the corridor. It is clear from the public participation portion of this study that there is widespread support for pedestrian accommodations along NYS Route 96B. The on-line survey showed that there are a significant amount of users that currently walk along NYS Route 96B and that there would likely be more if there were accommodations that were perceived to be safer. There currently has substantial pedestrian activity in the corridor, as noted by the NYSDOT Pedestrian Generator Checklist that is contained in the appendix. However, there are many issues related to currently walking in the corridor that were noted during the public involvement portion of the project. These include:  There is not enough space along the shoulders of the roadway for users to feel safe and comfortable;  The travel speeds are too fast;  There is no safe place to cross NYS Route 96B other than at the main entrance to Ithaca College (only signalized intersection with a marked crossing and pedestrian signals);  The lighting is either poor or non-existent;  The shoulders of the roadway are poorly maintained; and  The section of NYS Route 96B northbound does not have a shoulder so pedestrians are forced to walk in the vegetated portion of the right-of-way or in the roadway itself. There were three basic alternatives considered; the no build or do nothing alternative (Alternative 1) and two build alternatives (Alternatives 2, 2A, 3 and 3A). Build Alternative 2 considered a sidewalk on one side of the road (east side), and Alternative 3 considered sidewalks on both sides of the road. Each of these two Build alternatives included a subalternative for variation of the placement of the sidewalk on the east side. Based on the input that was received during the public participation portion of the study, and the goals and objectives that were established for this study, the no build alternative does not meet the purposes and objectives of the study. The three build alternatives that were developed attempt to address the issues discussed above in addition to numerous other comments that were made at the Stakeholder meetings and the public informational meeting. Alternative 2 considers a continuous sidewalk on the east side of NYS Route 96B from King Road to the City of Ithaca/Town of Ithaca Municipal Line. Alternative 3 considers a sidewalk on the east side of NYS Route 96B from King Road to the City of Ithaca/Town of Ithaca Municipal Line and a sidewalk on the west side from King Road to the South Hill Business Campus driveway. Build Alternatives 2 and 3 both consider a road diet treatment of Route 96B. Build Alternatives 2A and 3A are variations that provide a sidewalk along the east side of the road, but maintains the existing roadway widths for vehicular traffic. All of the alternatives also provide for new pedestrian signals to be installed at the intersection of NYS Route 96B and South Hill Business Campus driveway and a new mid-block crossing would be constructed near the College Circle Apartments. A preliminary environmental screening of each of these alternatives shows that there are no apparent environmental constraints that would make constructing any of the alternatives difficult. In addition, it appears from existing as-built drawings prepared when NYS NYS Route 96B Pedestrian Study January 2017 Page 31 Route 96B was widened in 1966 and provided by the NYSDOT, there is adequate right-of-way to accommodate sidewalks within the existing right-of-way. Based on the comments received during the public participation and the analysis of the existing conditions, the following is recommended: 1. Alternative 1 does not meet the objectives of the project. All of the Build Alternatives (Alternatives 2, 2A, 3 and 3A) meet the objectives of the project, although Alternatives 3 or 3A would likely serve the majority of users in the corridor because they connect all the destinations in the area by connecting both sides of the road and provides logical termini. All of the Build alternatives would also include pedestrian amenities such as benches, pedestrian scale lighting and new street trees behind the sidewalk. Where possible, existing drainage would be maintained. However, in some areas it is likely that that roadside ditches would need to be converted to a new closed drainage system with new pipes and drainage structures. These details will be determined during the design phase of the project. 2. Upgrade the traffic signals at the intersection of NYS Route 96B and Ithaca College main entrance to meet current Manual of Uniform Traffic Control Devices (MUTCD) requirements. This would also include an upgrade to the pedestrian signals (to meet current ADA and NYSDOT requirements) with new pedestrian heads, push buttons and count down timers, ADA compliant ramps and new pavement markings. In addition, consideration should be given to improve the general lighting at the intersection so that the pedestrian crossing is more visible at night. One issue that was noted during the public involvement was that pedestrians using this crosswalk do not feel it is as visible as it should be to drivers at night. 3. Upgrade the traffic signal at the intersection of NYS Route 96B and the South Hill Business Campus driveway to meet current MUTCD requirements and install ADA and NYSDOT compliant pedestrian signals at this intersection. This would include new pedestrian heads, push buttons and count down timers, ADA compliant ramps, and new pavement markings. 4. Install a new mid-block crossing on NYS Route 96B approximately 600 feet north of King Road, if Alternative 3 or 3A are advanced. The type of mid-block crossing would depend upon the speed limit of the roadway. If the speed limit were to stay the same as it currently is (50 mph) a signalized mid-block crossing would be needed. 5. Install pedestrian signals at the NYS Route 96B/King Road intersection. This would include new pedestrian heads, push buttons and count down timers, ADA compliant ramps, and new pavement markings. 6. Consider reducing the speed limit of NYS Route 96B. Currently the 55 mph speed limit decreases to 50 mph approximately 3,000 feet south of the King Road intersection, then decreases to 40 mph approximately 600 feet south of the Ithaca College main entrance, then decreases to 30 mph at the City of Ithaca/Town of Ithaca Municipal Line. It is recommended that the speed limit change to 40 mph, 3,000 feet south of King Road and then change to 30 mph 600 feet south of the Ithaca College main entrance. A reduction in speed limit would greatly improve the perception of many pedestrians that it is too dangerous to walk along NYS Route 96B because of the speed of vehicles. NYS Route 96B Pedestrian Study January 2017 Appendix A Pedestrian Generator Checklist PIN: 375591 DESCRIPTION: NYS Route 96B (Danby Road) Pedestrian Study MUNICIPALITY/COUNTY: Town of Ithaca PEDESTRIAN GENERATOR CHECKLIST DATE: 2/25/16 PREPARED BY: TRF REVIEWED BY: DCK Note: The term Agenerator@ in this document refers to both pedestrian generators (where pedestrians originate) and destinations (where pedestrians travel to). A check of yes indicates a potential need to accommodate pedestrians and coordination with the Regional Bicycle and Pedestrian Coordinator is necessary during project scoping. Answers to the following questions should be checked with the local municip ality to ensure accuracy. 1. Is there an existing or planned sidewal k, trail, or pedestrian crossing facility? Comments: This study is considering pedestrian imrpovements along NYS Route 96B between the City of Ithaca/Town of Ithaca Municipal Line and King Road YES NO 2. Are there bus stops, transit stations or depots/terminals located in or within 800m of the project area? Comments: Tompkins Consolidated Area Transit stated that they do have a route that travels through Ithaca College and Longview and uses a portion of NYS Route 96B and also a route that travels along NYS Route 96B to the Town of Danby YES NO 3. Is there more than occasional pedestrian activity? Evidence of pedestrian activity may include a worn path. Comments: The public involvement and user survey showed that there is more than occassional pedestrian activity. YES NO 4. Are there existing or approved plans for generators of pedestrian activity in or within 800m of the project that promote or have the potential to promote pedestrian traffic in the project area, such as schools, parks, playgrounds, places of employment, places of worship, post offices, municipal buildings, restaurants, shopping centers or other commercial areas, or shared-use paths? Comments: Ithaca College located within the corridor and a Montessori School is located on King Road within 800m of NYS Route 96B . In addtion there are residential and retail properties that generate pedestrian traffic. YES NO 5. Are there existing or approved plans for seasonal generators of pedestrian activity in or within 800m of the project that promote or have the potential to promote pedestrian traffic in the project area, such as ski resorts, state parks, camps, amusement parks? Comments: YES NO 6. Is the project located in a residential area within 800m of existing or planned pedestrian gener ators such as those listed in #4? Comments: There are numerouse residences spread throughout the NYS Route 96B corridor. YES NO 7. From record plans, were pedestrian facilities removed during a previous highway reconstruction project? Comments: YES NO 8. Did a study of secondary impacts indicate that the project promotes or is likely to promote commercial and/or residential development within the intended life cycle of the project? Comments: No study of secondary impacts was completed. YES NO 9. Does the community=s comprehensive plan call for development of pedestrian facilities in the area? Comments: The most recent comprehensive plan calls for high density traditional neighborhood development in the area surrounding the King Road intersection. This development would include sidewalks and other pedestrian amenities. YES NO 10. Based on the ability of students to walk and bicycle to school, would the project benefit from engineering measures under the Safe -Routes-To-School-Program? Eligible infrastructure -related improvements must be within a 3.2km radius of the project. Comments: There are numerous off-campus residences along the corridor that house Ithaca College Students. In addtion, the Montessori School, located on King Road would benefit. YES NO ADDITIONAL COMMENTS: Include comment on exceptional circumstances from EI 04 -011 if pedestrian accommodations are warranted but not provided. Note: This checklist should be revisited due to a project delay or if site conditions or local planning changes duri ng the project development process. NYS Route 96B Pedestrian Study January 2017 Appendix B Conceptual NYS Route 96B Cross Sections SEGMENT 1 : KING ROAD TO COLLEGE CIRCLE APARTMENTS EXISTING/ALTERNATIVE 1 NYS RTE. 96B SECTION 4' min. SOUTH TRAVEL LANE NORTH TRAVEL LANE SHOULDER VARIES GRASS SIDEWALK ALTERNATIVE 2 PROPOSED NYS RTE. 96B SECTION ALTERNATIVE 3 PROPOSED NYS RTE. 96B SECTION FILL IN EXISTING DITCH ASNEEDED. INSTALL PIPE ANDDRAINAGE STRUCTURES TOMAINTAIN PROPER DRAINAGE FILL IN EXISTING DITCH ASNEEDED. INSTALL PIPE ANDDRAINAGE STRUCTURES TOMAINTAIN PROPER DRAINAGE 11' min.11' min.4' min.5'-0" SHOULDER SOUTH TRAVEL LANE NORTH TRAVEL LANE SHOULDER 8'-0" SHOULDER8'-0"12'-0"12'-0" 4' min. SOUTH TRAVEL LANE NORTH TRAVEL LANE SHOULDER VARIES GRASS SIDEWALK 11' min.11' min.4' min.5'-0" SHOULDERSIDEWALK 5'-0"VARIES GRASS EXISTING/ALTERNATIVE 1 NYS RTE. 96B SECTION SOUTH TRAVEL LANE NORTH TRAVEL LANE SHOULDER 8'-0"12'-0"12'-0" SOUTH CLIMBING LANE 12'-0" SHOULDER 4'-0" SOUTH TRAVEL LANE NORTH TRAVEL LANE SHOULDER VARIES GRASS SIDEWALK ALTERNATIVE 2 PROPOSED NYS RTE. 96B SECTION FILL IN EXISTING DITCH ASNEEDED. INSTALL PIPE ANDDRAINAGE STRUCTURES TOMAINTAIN PROPER DRAINAGE 11' min.11' min.4' min.5'-0" SOUTH CLIMBING LANE 11' min. SHOULDER 4' min. ALTERNATIVE 3 PROPOSED NYS RTE. 96B SECTION SOUTH TRAVEL LANE NORTH TRAVEL LANE SHOULDER VARIES GRASS SIDEWALK FILL IN EXISTING DITCH ASNEEDED. INSTALL PIPE ANDDRAINAGE STRUCTURES TOMAINTAIN PROPER DRAINAGE 11' min.11' min.4' min.5'-0" SOUTH CLIMBING LANE 11' min. SHOULDER 4' min. SIDEWALK 5'-0"VARIES GRASS SEGMENT 2 : COLLEGE CIRCLE APARTMENTS TO ITHACA COLLEGE ENTRANCE EXISTING/ALTERNATIVE 1 NYS RTE. 96B SECTION SOUTH TRAVEL LANE NORTH TRAVEL LANE12'-0"12'-0"NORTH CURB LANE9'-0" SOUTH CLIMBING LANE 12'-0" SHOULDER 4'-0" ALTERNATIVE 2 PROPOSED NYS RTE. 96B SECTION SOUTH TRAVEL LANE NORTH TRAVEL LANE 11' min.11' min. SIDEWALK 5'-0" NEW 5'-0" GRASS 5' min. SHOULDERSOUTH CLIMBING LANE 11' min. SHOULDER 4' min. SEGMENT 3 : ITHACA COLLEGE ENTRANCE TO CODDINGTON ROAD ALTERNATIVE 2A PROPOSED NYS RTE. 96B SECTION SOUTH TRAVEL LANE NORTH TRAVEL LANE 12'-0"12'-0" SIDEWALK 5'-0" NEW 5'-0" GRASSSOUTH CLIMBING LANE 12'-0"SHOULDER4'-0" NORTH CURB LANE 9'-0" EXISTING/ALTERNATIVE 1 NYS RTE. 96B SECTION SOUTH TRAVEL LANE NORTH TRAVEL LANE12'-0"12'-0" NORTH CURB LANE 9'-0" SOUTH CLIMBING LANE 12'-0" SHOULDER 4'-0" ALTERNATIVE 2 PROPOSED NYS RTE. 96B SECTION SOUTH TRAVEL LANE NORTH TRAVEL LANE 11' min.11' min. SIDEWALK 5'-0" NEW 3'- 5' GRASS 5' min. SHOULDERSOUTH CLIMBING LANE 11' min. SHOULDER 4' min. SEGMENT 4 : CODDINGTON ROAD TO TOWN/CITY LINE ALTERNATIVE 2A PROPOSED NYS RTE. 96B SECTION SOUTH TRAVEL LANE NORTH TRAVEL LANE 12'-0"12'-0" SIDEWALK 5'-0" NEW 5'-0" GRASSSOUTH CLIMBING LANE 12'-0"SHOULDER4'-0" NORTH CURB LANE 9'-0" EXISTING RT. 96B SECTION SOUTH TRAVEL LANE NORTH TRAVEL LANE12'-0"12'-0" SIDEWALK 5'-0" SOUTH TRAVEL LANE NORTH TRAVEL LANE ALTERNATIVE 1 PROPOSED RT. 96B SECTION 12'-0"12'-0" SIDEWALK 5'-0" SEGMENT 5 : TOWN/CITY LINE