HomeMy WebLinkAboutMN-ILPC-2018-11-13Approved by ILPC: 12, December 2018
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Ithaca Landmarks Preservation Commission (ILPC)
Minutes — November 13, 2018
Present:
Ed Finegan, Chair
David Kramer, Vice Chair
Stephen Gibian, Member
Megan McDonald, Member
Katelin Olson, Member
Avi Smith, Member
Susan Stein, Member
Donna Fleming, Common Council
Liaison
Bryan McCracken, Historic
Preservation Planner
Anya Harris, City of Ithaca staff
Chair E. Finegan called the meeting to order at 5:34 p.m.
I. PUBLIC HEARINGS
A. 307 W. State Street, Downtown West Historic District – Proposal to Install an ADA
Compliant Ramp along the East Elevation
John Barry, executive director of the Southern Tier AIDS Program, appeared on behalf of the
building owner (STAP). He said they are currently renting a building at 314 W. State Street and
recently purchased the property at 307 W. State Street and are looking to rehab it and add a ramp
to make it ADA compliant. He said they considered putting in a lift in the back like the one they
have at their current location, but that they would not be able to do so without doing something
very radical – like demolishing the garage – which they didn’t think was a good idea (nor do they
think the Commission would be in favor).
J. Barry said that at some point in the future they would be interested in repairing the stucco and
would return for the required approvals when they were ready to proceed.
Chair E. Finegan asked him to walk them through the proposal for the ramp.
J. Barry referred them to the provided drawings showing the ramp running along the side of the
house next to the driveway to an entrance at the rear.
M.M. McDonald asked if a decision had been made about the optional wood stairs shown on the
drawings.
J. Barry said it is his understanding that the stairs will be constructed.
S. Gibian said that it occurred to him that if they were not constructed, there would be no way to
get to the back yard.
J. Barry said it would be a long walk around.
S. Gibian said that his two main questions are whether the ramp has to be constructed along the
side of the house or if it could be built in the back somehow. He also asked if the selection of
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rough pressure treated wood for railings, etc. is most appropriate or if there is a more refined
material that could be used for the detailing. He looked at the drawings further and said that it
looks like it would probably take the entire back yard to accommodate the ramp there.
J. Barry said accessing the back yard would be an issue, with a fence separating their lot from the
DSS building parking lot on one side, and the existing garage on the other, and a chain link fence
at the rear. He said it’s tight quarters all the way around.
K. Olson said it didn’t seem feasible to her to locate the ramp anyplace other than along the side
of the building as proposed. She said the location looks reasonable given the size of the lot and
the shape of the existing buildings. She said that her concerns were primarily with the other issue
S. Gibian had raised, the materiality and the finishings chosen. She said she thinks materials
could be selected to compliment the building. She also noted the ramp would be removable.
D. Kramer agreed, and said he would like to see something other than just pressure treated wood,
and he asked the Commission members if anyone had ideas for how to make it fit better with the
building and be more attractive.
S. Gibian said he thinks in general it’s better to keep a ramp as simple as possible, and not get
too much into turned balusters or something that would make it stand out more, and anything
that’s not treated is going to rot.
K. Olson said she thinks the color matters and that it should be stained to recede into the house.
Chair E. Finegan asked if they had decided on a metal railing for another recent ramp project at
Triphammer Road.
Commission members replied yes, and B. McCracken said yes, it was a black metal railing,
wooden framing, and a composite material for the decking.
Public Hearing
On a motion by M.M. McDonald, seconded by S. Stein, Chair E. Finegan opened the Public
Hearing.
There being no members of the public appearing to speak, Chair E. Finegan closed the Public
Hearing on a motion by M.M. McDonald, seconded by K. Olson.
Chair E. Finegan said that they generally do not want to design a project, but asked if any of the
members had suggestions for the applicant.
A. Smith asked if the wooden portions could be stained to match the house.
J. Barry said that is something they would look into.
K. Olson said they could recommend materials, such as metal railings.
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S. Gibian said that there’s an existing round metal railing on the front porch.
J. Barry said there are metal railings on the interior as well, in the stairwells.
K. Olson asked if they would be amenable to using metal railings.
J. Barry said yes.
S. Gibian said that painting a wooden rail to match the dark brown trim on the house might blend
better than a metal pipe rail.
Chair E. Finegan asked about their timeframe for construction.
J. Barry said if they get the approvals, they could move forward within the next few weeks.
M.M. McDonald asked if the rear stair is something that could be approved at the staff level.
B. McCracken said yes, but that for the ramp, if a final design is not yet determined, he would
like input from the Commission regarding the rail selection and general materiality. He asked
about spindle design if spindles are required and visible from the public ROW.
Using simple square balusters was the consensus.
S. Gibian said no balusters were shown on Elevation A2.1 on the entire east side. He asked if
there was a preference for metal or wood railing.
A. Smith asked if the preference was for using metal to match the front railing.
Other Commission members agreed.
S. Gibian said that in this case it seems like the squareness of the wood matches the squareness
of the house trim.
After some additional discussion, metal railings were preferred by the majority, with a specific
design to be approved by staff.
RESOLUTION: Moved by M.M. McDonald, seconded by D. Kramer.
WHEREAS, 307 West State Street is located within the Downtown West Historic District, as
designated under Section 228-3 of the City of Ithaca Municipal Code in 2015, and
WHEREAS, as set forth in Section 228-4 of the Municipal Code, an Application for a Certificate
of Appropriateness, dated October 17, 2018, was submitted for review to the Ithaca
Landmarks Preservation Commission (ILPC) by John Barry on behalf of property
owner Southern Tier AIDS Program, including the following: (1) two narratives
respectively titled Description of Proposed Change(s) and Reasons for Changes(s);
(2) six photographs documenting existing conditions; and (3) seven sheets of
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architectural drawings from Chainis Anderson Architects, dated October 2, 2018 and
titled “Drawing Standards” (G0.02), “General Information” (G0.03), “Existing
Floor Plan – Basement and First Floor” (A1.01), “Existing Floor Plan - Second and
Third Floor” (A1.02), “Proposed Plans – Plot Plan” (A2.00), “Proposed Plans –
Basement and First Floor” (A2.01), and “Proposed Plans – Second and Third Floor”
(A2.02), and
WHEREAS, the ILPC has reviewed the entry in the annotated list of properties included within
the Downtown West Historic District for 307 West State Street, and the City of
Ithaca’s Downtown West Historic District Summary Statement, and
WHEREAS, as stated in the narrative Description of Proposed Change(s), the project involves
installing an Americans with Disabilities Act compliant (ADA) ramp on the east
elevation, and
WHEREAS, the issuance of a Certificate of Appropriateness is a Type II Action under the New
York State Environmental Quality Review Act and the City Environmental Quality
Review Ordinance for which no further environmental review is required, and
WHEREAS, the applicant has provided sufficient documentation and information to evaluate
impacts of the proposal on the subject property and surrounding properties, and
WHEREAS, a Public Hearing for the purpose of considering approval of the Application for a
Certificate of Appropriateness was conducted at the regularly scheduled ILPC
meeting on November 13, 2018, now therefore be it
RESOLVED, that the ILPC has made the following findings of fact concerning the property and
the proposal:
As identified in the City of Ithaca’s Downtown West Historic District Summary
Statement, the period of significance for the area now known as the Downtown
West Historic District is 1880 - c.1922.
As indicated in the individual property entry in the annotated list of properties
included within the Downtown West Historic District, the Craftsman-style residence
at 307 West State Street was constructed between 1921 and 1923. It also notes that
the early automotive garage on the property was constructed c. 1929; however, the
garage is depicted in the1924 Sanborn Fire Insurance map for the City of Ithaca,
indicating that it was constructed before that time and suggesting it might have been
constructed at the same time as the residence.
Constructed within the period of significance of the Downtown West Historic
District and possessing a high level of integrity, the property is a contributing
element of the Downtown West Historic District.
In consideration of this and all approvals of proposals for alterations, new
construction, or demolition in historic districts, the ILPC must determine that
the proposed exterior work will not have a substantial adverse effect on the
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aesthetic, historical, or architectural significance and value of either the
landmark or, if the improvement is within a district, of the neighboring
improvements in such district. In considering architectural and cultural
value, the Commission shall consider whether the proposed change is
consistent with the historic value and the spirit of the architectural style of the
landmark or district in accordance with Section 228-6 of the Municipal Code.
In making this determination, the Commission is guided by the principles set
forth in Section 228-6B of the Municipal Code, as further elaborated in
Section 228-6C, and by the Secretary of the Interior’s Standards for
Rehabilitation, and in this case specifically the following principles and
Standards:
Principle #2 The historic features of a property located within, and
contributing to the significance of, an historic district shall be altered as little
as possible and any alterations made shall be compatible with both the
historic character of the individual property and the character of the district as
a whole.
Standard #2 The historic character of a property will be retained and
preserved. The removal of distinctive materials or alteration of features and
spaces that characterize a property will be avoided.
Standard #9 New additions, exterior alterations, or related new construction
shall not destroy historic materials that characterize the property. The new
work shall be differentiated from the old and shall be compatible with the
massing, size, scale, and architectural features to protect the historic integrity
of the property and its environment.
Standard #10 New additions and adjacent or related new construction shall
be undertaken in such a manner that, if removed in the future, the essential
form and integrity of the historic property and its environment would be
unimpaired.
With respect to Principle #2, Standard #2, and Standard #9, the installation of an
access ramp will not remove distinctive materials and will not alter features and
spaces that characterize the property. As noted in the City of Ithaca Historic District and
Landmark Design Guidelines, a proposed access feature should be located “where [it]
can be least obtrusive and best blend in with the site,” and “the potential for a
negative visual impact [of an accessibility feature] will be reduced if the ramp or lift is
installed on a non-primary elevation.” The location of the proposed ramp on a
secondary elevation minimizes its visual impact on the residence’s primary façade.
This location is also the only place on the property with enough space to
accommodate a structure of this size due to the restrictions of the site.
Also with respect to Principle #2, and Standard #9, the proposed ramp structure is
compatible with the massing, size, scale, and architectural features of the property
and its environment. As noted in the City of Ithaca Historic District and Landmark
Design Guidelines, the materials used to construct access features “should bear some
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relationship to those of the main structure.” When evaluating the compatibleness of
the ramp’s design, the ILPC considered the architectural details of the historic
property and the proposed ramp and the materials that would be used to construct
it. The architecturally simple ramp will not visually compete with the Arts and Crafts
detailing of the residence and will allow it to visually recede into its historic
environment
With respect to Standard #10, the proposed ramp structure can be removed in the
future without impairment of the essential form and integrity of the historic property
and its environment.
RESOLVED, that, based on the findings set forth above, the proposal will not have a substantial
adverse effect on the aesthetic, historical, or architectural significance of the
Downtown West Historic District, as set forth in Section 228-6, and be it further,
RESOLVED, that the Ithaca Landmarks Preservation Commission determines that the proposal
meets criteria for approval under Section 228-6 of the Municipal Code, and be it
further
RESOLVED, that the ILPC approves the Application for a Certificate of Appropriateness with the
following condition(s):
Ramp railings shall be metal; the final design for the railings shall be
submitted to the ILPC for a staff-level review;
Rear stair railings shall be metal to match those on the ramp; the final design
for these railings shall be submitted to the ILPC for a staff-level review.
RECORD OF VOTE:
Moved by: M.M. McDonald
Seconded: D. Kramer
In favor: M.M. McDonald, S. Stein, D. Kramer, E. Finegan, A. Smith, K. Olson, S.
Gibian
Opposed: 0
Abstain: 0
Recuse: 0
Absent: 0
Vacancies: 0
Notice: Failure on the part of the owner or the owner’s representative to bring to the attention
of the ILPC staff any deviation from the approved plans, including but not limited to changes
required by other involved agencies or that result from unforeseen circumstances as
construction progresses, may result in the issuance by the Building Department of a stop
work order or revocation of the building permit.
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B. The former Delaware, Lackawana & Western (DL&W) Railroad Station, 701 W.
Seneca Street – Proposed Individual Landmark Designation
Historic Preservation Planner B. McCracken explained that the ILPC is reviewing the
nomination of the former railroad station per a recommendation from the Waterfront Working
Group, which is working to develop a neighborhood plan for the Waterfront.
B. McCracken then gave a brief presentation on the former railroad station, which was designed
by Frank J. Nies and built in 1912. He said it is a one-story building with a low-pitched, hipped
roof. It has segmental arch door and window openings, with most of the windows being
casements with divided-light transoms above. The exterior is adorned with some Rookwood tile
mosaics that reflect the presence of Cornell University in the community, and were intended to
incorporate the feel of the community into the design of the building. The station was designed
to be a grand welcoming feature to arriving travelers. He also said that the station has large
brackets supporting wide overhanging eaves designed to protect people as they waited.
B. McCracken explained some of the history of the DL&W Railroad, saying that the company
was part of an extensive rail network that was used to distribute Pennsylvania coal to the broader
region. He said that the DL&W company acquired the line that was used to transport coal to
Ithaca, from which it was loaded onto barges and transported up Cayuga Lake to the Erie Canal
and then on to the entire Northeast. He said coal made the line lucrative and allowed it to operate
until the early 20th Century when the Canal fell out of favor. At that time, the company
transitioned to primarily offering passenger service.
B. McCracken explained that William Truesdale became president of the DL&W Railroad in
1899, and under his leadership the lines were modernized. He added more than 900 new miles of
track, standardized the size and gauge of rails, straightened numerous curves for faster transports,
and added safety features at crossings. He said his efforts were ambitious and were used as a
model by other companies of the era. B. McCracken said that Ithaca’s train station was designed
and built as part of that modernization campaign.
B. McCracken next discussed the criteria for designating an individual local landmark, saying
that he had identified three that applied in this case, but noting that other criteria might also be
included in the resolution if the Commission members think they are applicable.
Criterion No. 1. is as follows: “Possesses special character or historic or aesthetic interest or
value as part of the cultural, political, economic, or social history of the locality, region, state, or
nation.” McCracken said that the Ithaca railroad station is significant for its association with the
extensive rail network that would have allowed a person in the early part of the 20th Century to
travel almost anywhere in the Northeast. He said it is also significant for its association with
William Truesdale who was the driving force behind the DL&W Railroad’s improvement
campaign.
Criterion No. 3 is as follows: “Embodies the distinguishing characteristics of an architectural
style.” B. McCracken said that the building is also significant for its representation of the Prairie
Style in Ithaca. The Prairie Style was developed in Chicago by a group of architects looking for a
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way to represent the flatness and the aesthetic of the prairie. It incorporates elements of the Arts
and Crafts style, with an emphasis on craftsmanship, detailing, and handwork. The building has a
water table and a belt course in a contrasting cast stone material, which emphasizes its
connection to the ground and its horizontality. Along the eaves is a soldier course, which further
emphasizes its horizontality, as do the wide eaves. The fenestration is also typical of the Prairie
Style, with casement windows in ribbons or simple pairs. With respect to ornamentation and
detailing, the building gains additional significance from the incorporation of pennants and
banners in Rookwood tiles, a reference to Cornell University.
Criterion No. 4 is as follows: “Is the work of a designer whose work has significantly influenced an
age.” B. McCracken showed a photo of the DL&W Railroad station in Morristown, Pennsylvania
alongside a photo of the Ithaca station and said that the two buildings – both designed by Frank Nies
– share a number of features: both buildings have a Flemish brick pattern, both are in the Prairie
Style with wide overhanging eaves and large brackets, both have belt courses and water tables to
emphasize their horizontality, and both use a segmental arch in their doors and windows. He said
this designer not only designed Ithaca’s station but also grander stations in more major metropolitan
areas. This designer created dozens of stations for the DL&W Railroad, and many of them are on
the National Register. His biography is not well known, and there is not an extensive list of his
works, but we know he was based out of Hoboken and was hired by the railroad company to design
new passenger stations, as well as freight buildings and other railroad resources.
Finally, B. McCracken reviewed major alterations to the resource. He said that one piece that is
missing is its site, noting that when the building was designed, it was intended to be a grand
entrance to the community, and there were elaborate gardens and other features associated with the
building. He said that most of those features were subsequently removed, although the flagpole
remains. Another major alteration is the roof, formerly a green terra cotta that was removed at some
point in the mid-20th Century and replaced with asphalt shingles. He noted that the Morristown,
New Jersey station, previously referenced, still has the original glazed tile roof and said that it was a
feature common to many of Nies’ designs, but unfortunately, is no longer intact on the Ithaca
building. He also said that one other alteration to the site is the removal of the tracks to the west of
the station which were the ones associated with the station itself. The tracks to the east of the
building that can be seen today were not actually associated with the station. He concluded by
saying that the Tompkins Trust Company addition at the north end of the building is another
significant alteration to the site, but noted that it’s actually a separate building, connected by a fence
and that several windows of the train station were filled in with blocks as part of its construction.
B. McCracken then asked the Commission members if anyone had any questions or comments.
K. Olson asked if there were any other examples of Prairie Style architecture in Ithaca.
B. McCracken said he was not sure. They then directed the question to City Historian Mary
Tomlan.
M. Tomlan said she was not sure either, and that there was a fraternity house designed by a Prairie
School architect, but – other than the DL&W railroad station – there seem to be very few, if any,
good examples of the style here.
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K. Olson asked if there were any other train stations in the City landmarked.
B. McCracken said yes, the former Lehigh Valley Railroad Station has also been landmarked and
that that was one of the first properties in the City to be designated (in 1974).
Public Hearing
On a motion by M.M. McDonald, seconded by S. Stein, Chair E. Finegan opened the Public
Hearing.
Michael Cannon of 409 W. Buffalo Street said he works for Tompkins Trust Company
(business that owns the former train station) and lives just a few blocks away. He said he is
proud to say that they did not screw the building up. He said they would like to slow the process
of designation, and they are looking for a developer for the site. He said they would take the
historic fabric into account in any development that is done. He said he served with Mary
[Tomlan] on the ILPC about 20 years ago, and it’s great to see her here tonight. He thanked the
ILPC members for their time and asked if they had any questions.
D. Kramer asked if plans for redevelopment of the site would include leaving the building.
M. Cannon said yes, they would expect that, and they are expecting a designation, but they were
hoping to be involved in developing the site without the designation going through as quickly as
it is. He said there are no plans currently, and they have not yet found a developer.
D. Kramer said the ILPC usually works with developers, and he thinks they would be friendly to
the notion.
S. Gibian asked if they were planning to keep the West End branch open for the foreseeable
future.
M. Cannon said yes, they have no plans to remove that. It’s the most trafficked branch in the
network.
Christine O’Malley of Historic Ithaca said they had submitted a letter from Executive Director
Susan Holland earlier in the day expressing support for the designation (attached). She said
Historic Ithaca supports the designation for the reasons B. McCracken has previously identified.
She also said that many communities across the United States have former railroad stations that
have been adaptively reused successfully. She said that in addition to banks and schools, railway
stations are probably in the top five of historic structures most often adaptively reused. You see
them used as restaurants, bookstores, art galleries, banks, offices, and for other uses. She said she
thinks the building is a suitable candidate for successful reuse, and whomever acquires the
building could avail themselves of resources like Restore New York grants or historic tax credits.
She said that in other locations, train stations have become part of a larger complex of buildings
in an appropriate fashion, so they think there are a lot of possibilities for this building, given the
size of the site. She said Historic Ithaca supports designation, and they think the site could
contribute to the economic development of the West End and of the Waterfront corridor.
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Mary Tomlan, City Historian, spoke in favor of the designation of the former DL&W station.
She said she supports designation first on the grounds of architectural style. She said she has
racked her brain for another good example of the Prairie Style in Ithaca has not come up with
one (though she would be happy if somebody could prove her wrong). She said the railroad
station seems to be a particularly good example of the style, with its horizontal lines, broad
eaves, low pitched, hipped roof, and Craftsman details, with materials being important. She said
that though it was not a prominent style in Ithaca and was not a long-lived style before getting
merged into “modernist” architecture, it is a style recognized by many, both laypersons and
professionals. She said she thinks it’s important to preserve the building as an example of the
style. She said she also supports designation because of the building’s use. She said that though
there are three former railroad stations in the greater Ithaca area, and one of them is already
designated, this one is still worthy of designation. Railroads were historically very important as a
means of transportation, and that they were used for shipping goods in and out, as well as serving
passengers.
Gene Endres of 126 Sears Street also spoke in favor of designation. He said that he is the
secretary and historian for the Cornell Railroad Historical Society and that their organization
strongly supports designation. He said that they appreciate that the station is still in existence and
that it’s actually very close to the location of the very first railroad in Ithaca – and the first
railroad in the history of New York, by charter, which went up South Hill. He said that initially
the system used inclined planes to haul cars up the hill, and later utilized a series of switchbacks.
He said that unfortunately that section of track led to early trains being rather slow to leave
Ithaca, which led to the Lehigh Valley Railroad taking over most of the business. He said that
even so, at the time this building was built in 1912, the DL&W Railroad styled itself as the most
highly-developed railroad in America. The company had made a great deal of money from the
anthracite coal business and, thus, built to a very high standard. He said that the building, though
for a relatively small-town station, is very well constructed. He said he has traveled much of the
DL&W lines from New Jersey to Buffalo, and many later stations were built of cast concrete and
nowhere near as handsome as this building. He said that though quite a few of these stations are
still standing, very few of this size still exist, so the station in Ithaca is unique. He said the tile
accents are very nice, and he noted as well that very few changes were made over the years, so
what you see is pretty much what was always there. He said that the bay window on the west
wall is where the operator would have worked, and he could have seen a train approaching from
far to the south of the site. He said also that many of the interior features are original and said
that his organization has long appreciated that it’s still here. He concluded his remarks by
thanking the Commission.
S. Gibian asked if Ithaca was the end of the line.
G. Endres said yes, it ended here, and he added that they stopped passenger service around 1940,
and freight service around 1950. He said the zig-zag up South Hill was a bad factor for them.
There being no more members of the public appearing to speak, Chair E. Finegan closed the
Public Hearing on a motion by M.M. McDonald, seconded by D. Kramer.
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S. Gibian asked if the interior is something they can consider.
B. McCracken said that it’s not something they can regulate if it’s designated, so he recommends
that they just look at the exterior integrity, but it should be noted that the interior of the building
has incredible architectural integrity.
K. Olson said that Greyhound had operated there since 1967, and she thinks the transition from
railroad to an alternate form of mass transit is also notable.
M.M. McDonald agreed, saying the building as a train station had a connection to the canal, and
that its transition from a railroad station to a bus station is the next chapter of the transportation
story.
K. Olson said yes, the building provided people going to NYC on the bus much of the same
functionality as it did for people traveling via train in the past. It’s lovely for the building to have
such a transition to a compatible use.
Chair E. Finegan asked if there was anything else the Commission needed to do at that point.
B. McCracken said they could consider the draft resolution in front of them and add additional
criteria to it if they saw fit to do so.
RESOLUTION: Moved by K. Olson, seconded by D. Kramer.
RESOLUTION:
WHEREAS, as set forth in Section 228-3 of the Municipal Code, the Ithaca Landmarks Preservation
Commission (ILPC) may recommend the designation of historic landmarks and districts
of historic and cultural significance, and
WHEREAS, a public hearing held on Tuesday, November 13, 2018, for the purpose of considering a
proposal to designate the former Delaware, Lackawanna & Western (D.L.&W.) Railroad
Station at 701 West Seneca Street as a City of Ithaca landmark has been concluded, and
WHEREAS, the ILPC has reviewed the New York State Building-Structure Inventory Form dated
September 1, 2002, including the Narrative Description of Property and the Narrative Description
of Significance prepared by Maria K. Meiser, and
WHEREAS, the designation of historic landmarks is a "Type II Action" under the New York State
Environmental Quality Review Act (Sec. 617.5(C)(30) and an "Unlisted Action" under
the City Environmental Quality Review Ordinance, (CEQR Sec. 176-2) for which no
further environmental review is required, and
WHEREAS, consideration of the former D.L.&W. Railroad Station as an historic resource was
recommended by the Waterfront Working Group in a resolution dated August 24, 2018,
and
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WHEREAS, the Waterfront Working Group’s resolution (attached) states “the former Delaware,
Lackawanna & Western Railroad Station at 701 West Seneca Street was identified as [a
resource that might have historical or architectural value] and the consideration of its
local designation is included as a recommendation in the draft plan,” and
WHEREAS, Section 228-3 of the Municipal Code defines the criteria for designation of an
individual landmark as follows:
1. Possesses special character or historic or aesthetic interest or value as part of
the cultural, political, economic, or social history of the locality, region, state, or nation;
or
2. Is identified with historically significant person(s) or event(s); or
3. Embodies the distinguishing characteristics of an architectural style; or
4. Is the work of a designer whose work has significantly influenced an age; or
5. Represents an established and familiar visual feature of the community by
virtue of its unique location or singular physical characteristics.
RESOLVED, that the Commission adopts as its own the documentation and information more
fully set forth in the expanded New York State Building-Structure Inventory Form
dated September 1, 2002, and be it further
RESOLVED, that the Commission has made the following findings of fact concerning the
proposed designation.
As described in the Narrative Description of Significance portion of the New York State
Building-Structure Inventory Form prepared by Maria K. Meiser and dated
September 1, 2002, the former Delaware, Lackawanna & Western Railroad Station is
a structure deemed worthy of preservation by reason of its value to the city as
enumerated below:
Per criterion 1, the former D.L.&W. Railroad Station possesses special historical
and aesthetic interest as a part of the development, heritage and cultural
characteristics of the City of Ithaca as an intact remnant of a historically
significant era of railroad transportation in Ithaca.
As noted in the Building-Structure Inventory Form, the D.L.&W. Railroad
Company shifted its focus from the transportation of regionally-mined
anthracite coal to passenger service in the early-twentieth century. This shift
resulted in extensive changes and improvements along the railroad line,
including standardized tracks, increased safety through the installation of new
signaling devices, modernized trains and stations, and hundreds of miles of
new track. Led by William Truesdale, the President of the D.L.&W. Railroad
Company between 1899 and 1925, this expansive campaign to modernize the
line was one of the most ambitious of the era and resulted in the
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construction of 185 new train stations and freight depots and the installation
of over 900 miles of new railroad track. The former D.L.&W. Railroad
Station in Ithaca was constructed as part of this campaign and was
specifically designed to provide an impressive gateway into the community
and to meet the needs of the rapidly expanding Cornell student population.
New stations were also built along the mainlines to Buffalo and Syracuse, as
well as in Cortland, Owego, Whitney Point and Minetto. The improvements
to the D.L.&W. passenger line during this period improved connections to
Ithaca from other metropolitan areas and helped secure its status a major
regional hub.
Per criterion 3, the former D.L.&W. Railroad Station embodies the distinguishing
characteristics of an architectural style. The railroad station is an excellent, and
likely only, local example of the Prairie Style.
As noted in the Building-Structure Inventory Form, the Prairie Style
developed in Chicago and became popular during the first two decades of
the twentieth century. Typical features of this architectural style include:
symmetrical, often square or rectangular, heavy massing with a strong
emphasis on horizontality; low-pitched, generally hipped roofs with wide
eaves; and multi-paned, casement windows and doors. The massing, roof
form and fenestration of the former D.L.&W. Railroad Station reflect these
important characteristics of the Prairie Style. The one-story, rectangular,
brick station is capped by a low-pitched, hipped roof with wide overhanging
eaves, creating a sheltered area along all sides of the building. The
horizontality of the brick building is emphasized by a water table and belt
course in a contrasting, light-colored cast stone material and a brick soldier
course along the tops of the doors and windows. The building’s paired
casement windows with triple-light transoms are also indicative of this style.
The building gains additional architectural significance from its architectural
references to Cornell University and Ithaca as a “college city.” Red, white,
and green Rookwood tile mosaics on the interior and exterior of the building
form small pennants that were intended to reflect the collegiate character of
the community. The property’s original “Cornell flagpole” also referenced
the university’s colors.
Per criterion 4, the former D.L.&W. Railroad Station is the work of a designer
whose work has significantly influenced an age. As noted in the Building-Structure
Inventory Form, the railroad station is characteristic example of the work of Frank J.
Nies, the official architect of the D.L.&W. Railroad Company between 1899 and 1925.
As noted in the Building-Structure Inventory Form, Frank J. Nies was a
Hoboken-based architect who designed numerous railroad stations and
buildings in New York, Pennsylvania, and New Jersey for the D.L.&W.
Railroad Company between 1899 and 1925. While Nies designed buildings in
several styles, the small passenger stations he designed for the D.L.&W.
Railroad Company are characterized by their distinct Priarie Style, an
Approved by ILPC: 12, December 2018
14
architectural mode that became increasingly popular during his tenure with the
company. Examples of his work throughout the region exhibit a low, elongated
massing typical of the Prairie Style and detailing borrowed of the Renaissance
Revival and Arts and Crafts models. His major works include train terminals in
Newark, Morristown and Boonton, New Jersey, and Scranton, Pennsylvania,
and small passenger stations in communities throughout New York,
Pennsylvania and New Jersey.
RESOLVED, that the Ithaca Landmarks Preservation Commission, determines that based on the
findings set forth above, the former Delaware, Lackawanna & Western Railroad Station
meets criteria 1, 3 and 4 defining a Local Landmark as set forth in Section 228-3 of the
Municipal Code, Landmarks Preservation, and be it further
RESOLVED, that the Commission hereby recommends the designation of the former Delaware,
Lackawanna & Western Railroad Station at 701 West Seneca Street, and the adjacent
areas identified as tax parcel #73.-5-2.1, as a City of Ithaca landmark.
RECORD OF VOTE:
Moved by: K. Olson
Seconded by: D. Kramer
In favor: E. Finegan, S. Gibian, D. Kramer, M.M. McDonald, K. Olson, A. Smith, S.
Stein
Against: 0
Abstain: 0
Absent: 0
Vacancies: 0
II. PUBLIC COMMENT ON MATTERS OF INTEREST
Chair E. Finegan opened the public comment period.
There being no members of the public appearing to speak, Chair E. Finegan closed the public
comment period.
III. ADMINISTRATIVE MATTERS
Update and Acknowledgement: City Sexual Harassment Policy
B. McCracken said the Commission members had received copies of the updated Sexual
Harassment Policy in the materials distributed in advance of the meeting. He explained that the
policy was updated to reflect State standards, and that all members of boards and committees are
now required to sign an acknowledgement that they have received the Sexual Harassment Policy
of the municipality upon whose board/s they serve.
Approved by ILPC: 12, December 2018
15
All Commission members signed and returned the acknowledgement to staff.
Staff Report: 307 West State Street
B. McCracken said that the Commission members might have noticed that they received a staff
report on the property at 307 W. State Street in the mailing. He said they had discussed this at
their retreat, and this is his first attempt at preparing one. He asked members to let him know
what they felt was valuable in it, what was unnecessary, and what additional information they
would like to see included.
S. Gibian said it seemed to duplicate everything in the Blue Form.
B. McCracken said yes, but if they agree to use staff reports going forward, they would not be
duplicating that part.
K. Olson said she liked the “Issues and Considerations” section, that she found it helpful, as well
as information on what standards might be applicable. She said she thought the section on
incentive programs available on the first page could be helpful to homeowners.
B. McCracken said he included it because the State Historic Preservation Office has indicated
that Ithacans don’t utilize the tax credit incentive programs as much as they might, so if the
Commission starts discussing that more regularly with applicants, perhaps they can increase
participation and more of that money can be brought into the community.
M.M. McDonald asked about the necessity of reading the entire resolutions when they are being
publicized in advance. She asked if they might be able to streamline the process and focus on the
issues and considerations, and the “Resolved” statements.
B. McCracken said he would check with the City Attorney’s office and get back to them.
B. McCracken asked if they found the date of purchase and property owner information valuable,
noting that projects often are begun on a new purchase.
Commission members said they did.
Chair E. Finegan said he thinks it’s good to know if a current owner has only had the building for
a short period of time.
S. Gibian asked if the map included is the best quality available.
B. McCracken said that this was the best quality that he could produce from the online GIS maps
he had access to, but it’s possible others in the Planning Department could produce something
better.
S. Gibian asked about pulling a survey of the site.
Approved by ILPC: 12, December 2018
16
B. McCracken said he could only if it’s listed on the County Assessment site, and he said that the
tax map on this parcel didn’t show the paved area, and for this project he thought it important to
find a map showing the driveway. He said the tax maps would be of a better quality, but they
would not have as much information as the GIS maps.
K. Olson said maybe make a choice in the future based on the project and noted that in this case
the site was really important to consider.
M.M. McDonald said she found it was helpful.
K. Olson asked if it took a lot of time.
B. McCracken said no.
Commission members expressed support, and B. McCracken said he would be preparing them
going forward.
V. ADJOURNMENT
On a motion by M.M. McDonald, seconded by K. Olson, Chair E. Finegan adjourned the
meeting at 7:01 p.m.
Respectfully submitted,
Bryan McCracken, Historic Preservation Planner
Ithaca Landmarks Preservation Commission
212 Center St. Ithaca, NY HistoricIthaca.org (607) 273-6633
November 13, 2018
Bryan McCracken, Historic Preservation Planner and
Ithaca Landmarks Preservation Commission
City of Ithaca
108 E. Green Street, 3rd Floor
Ithaca, NY 14850
Re: Statement of Support for Local Landmark Designation for the former Delaware, Lackawanna & Western
Railroad Station, 701 West Seneca Street
Dear Bryan and ILPC Members:
On behalf of Historic Ithaca, I would like to submit this letter of support for the local landmark designation
of the former Delaware, Lackawanna & Western Railroad Station at 701 West Seneca Street.
As outlined in the documentation submitted to the ILPC, this nomination meets the requirements presented
in criterion 1, criterion 3 and criterion 4 of our local preservation ordinance. This building was an important
piece of the once large railroad network that crossed our state and connected multiple communities and
cities. This station played an important and vital role in the development of the modern city of Ithaca in the
early twentieth century. This Prairie Style brick station remains in very good condition with its red, white
and green Rookwood tile mosaics intact. More than mere decoration, the tile mosaics make a specific
connection to Cornell University and the many students who passed through this station. The building is
excellent example of the work of architect Frank J. Nies, who designed many railroad stations for the
company between 1899 and 1925.
Many communities throughout the United States have former railroad stations that have been adaptively
reused to serve a new purpose. These buildings now operate as restaurants, banks, art galleries, offices and
any number of other viable businesses. This building is a suitable candidate for successful reuse and can
continue to contribute to the economic development of the West End and waterfront corridor of Ithaca. We
urge the ILPC to support the local landmark nomination of 701 West Seneca Street, allowing this property to
be properly recognized for the valuable role it has played in our local history and the history of railroads in
New York State and the Northeastern United States.
We hope that you will vote for the designation of this worthy property so that it can be recognized as an
important part of Ithaca’s built heritage.
Respectfully submitted,
Susan Holland
Executive Director