West End Transportation, Ithaca, NY, published by Cornell City and Regional Planning graduate students, November 2008

7/29/2019 West End Transportation, Ithaca, NY, published by Cornell City and Regional Planning graduate students, November 2008

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WES Transp

November 2008, CRP 5250

Danier Bouza, Leah Coldham, Peter Jenkins,Frank Popowitch, Mark Torrey



I. Summary o Major Findings

Due to the convergence o State Routes 79, 89, 96, 13, 34, 13A and 96B

as well as local traf c, traf c volume in the West End is the highest in

the county. In 2007, north and south bound sections o Route 13 in the

West End saw Annual Average Daily Traf c count o over 44,000 cars (i).

Traf c congestion is seen as the key challenge by both residents and

transportation experts. Residents view congestion in the area as gen-

erally unsustainable; experts view the congestion as a challenge but

point out that actual standing times due to congestion are relatively

short compared to comparable urban areas.

Intermodal connections within the West End are viewed as both a chal-lenge and an asset or the area. The West End is an intersection o multi-

modal traf c: truck, auto, pedestrian, bike, train, local and commercial

bus. These intersecting systems mean great competition or very little

comparative road space. This leaves little room or trees as barriers be-

tween people and auto traf c, or bike routes on streets. However, when

designed well, transportation hubs can create a dynamic area o retail,

community and of ce space.

The overlapping and sometimes competing jurisdictions in the West

End makes transportation planning dif cult in the area. Control o

transportation in the area o the West End is divided between the City

o Ithaca, New York State Department o Transportation (DOT), and

Tompkins County Area Transit (TCAT). TCAT is in charge o the bus

routes in the West End. The City o Ithaca and the DOT share jurisdiction

over the streets and intersections; the jurisdiction is divided betweensections o streets and individual intersections rather than by name or

route.

WEST END

W E S T E N D



II. Background

The West End’s history o being between crossroads has led the area to

develop a disjointed, undeveloped identity. Yet, the West End unctions

as a connecting hub not only or the City o Ithaca and Tompkins County,

but also, or the entire Finger Lakes region. It is thus necessary to diversiy

the modes and uses o transportation in the West End as well as to analyze

how to improve traf c and how to implement alternative means o trans-

portation. Finding a balance that will benet all individuals (regardless o

their preerred mode o transportation) is o utmost importance. With this

in mind, the promises and pitalls o previous projects and plans must be

analyzed.

In 1964, the initial phase o a project which involved the dredging o a ood

control channel just west o the Cayuga Lake Inlet began. To accommo-

date this new channel, traf c pattern changes were needed; otherwise, the

physical environment would not have been able to accommodate the new

body o water. Early design plans recommended New York State to build

one bridge across the channel and the City o Ithaca to construct a second

bridge to promote smooth ow o vehicular traf c. The city, however, decid-ed not to erect the second bridge (ii). Consequently, the bridge built by New

York State, known as the State Street Bridge, carried signicantly more traf c

than it was intended to and it soon became a center o convergence or

eight major roadways (iii). Local residents called this intersection the “Octo-

pus,” which soon grew as a catalyst o severe traf c congestion (iv). Then, in

the mid-1990s, the city chose to implement a plan to erect two new bridges

over the channel and to modiy Fulton and Meadow Streets. Essentially, tra-

c was rerouted so that Fulton Street would direct traf c one way, rom thehighway, while Meadow Street would direct traf c one way, to the highway.

Despite the relative success o the design regarding the ow o traf c go-

ing through the area it introduced ast moving trafc to the surrounding





IV. Major Findings

Assets to be protected, enhanced, or brought into more productive use:

1. Sidewalks: Most streets in the West End have sidewalks.

2. Wide Outside Lanes: Outside lanes O most streets in the West

End are wide enough or bikes to travel alongside auto traf c. Fulton

Street has a wide center lane or bikes to share the road – though there is

no signage to indicate this. Streets, or the most part, are 14 eet across.

These outside lanes are not dedicated or bikes, as there is not enough

room or both regulation-sized auto travel lanes and bike lanes. Regula-

tions dene these widths as: 11 oot minimum or auto travel lane and 5oot minimum or a bike lane (vii).

3. Intersecting transportation systems: The inter-modal connections

in the West End are a potential asset. When designed well, transportation

hubs can create a dynamic area o retail, community and of ce space.

The West End’s inrastructure lends itsel to this in the uture: railway

tracks, the regional bus station, local bus stops and state routes. Pedestri-an and bikeways could be built-up to urther enhance this potential. The

railway inrastructure is currently an obstacle, used only or reight pur-

poses; however, the railway traf c could be expanded to passenger rail

in the distant uture. The tracks were once used in a regional passenger

train network. The Ithaca Bus Station on West State Street draws people

rom outside the region to the area. The intersecting systems create the

potential or the West End to be branded as the “gateway” to Ithaca (viii).

4. Limited impact o Auto Traf c: The West End is more pedestrian-

riendly than other areas with a comparable level o traf c congestion.

Given how much trafc ows through the West End per day and the



WEST END

W E S T E N D

V. Challenges that must be overcome:

1. Volume o Traf c:

a. Congestion: Due to the convergence o State Routes 79,

89, 96, 13, 34, 13A and 96B as well as local traf c, an enormous

amount o traf c moves through the West End daily; because

o the converging routes, traf c moves in dierent and oppo-

site directions. The traf c volume in the West End is the high-

est in the county (x). In 2007, north and south bound sections

o Route 13 in the West End saw Annual Average Daily Traf c

count o over 44,000 cars (xi). According to a 2007 New York State Department o Transportation study, the Annual Average

Daily Traf c at West State Street and Meadow Street, traveling

north on Route 13 down Meadow Street, was 20,135 cars (xii).

According to a 2006 New York State Department o Transporta-

tion study, the Annual Average Daily Traf c on W. Bualo Street

between Meadow Street and Fulton Street was 6,296 cars (xiii).

(Please see appendices 1-4 or NYSDOT Annual Average Daily

Traf c counts in the West End). Multiple routes converging in

the urban area o the West End create the need or a concen-

tration o traf c signals –about 600 eet apart– that retards

traf c ow. Although the actual standing times due to conges-

tion are relatively short compared to comparable urban areas,

Ithaca area residents expect minimal traf c delays. This expec-

tation has meant that traf c ow is the ocus or transportation

reorm in the area. Idling traf c is also problematic rom an en-vironmental standpoint: emissions are harmul to public health

and contribute to global warming – an issue o importance to

Ithaca as suggested by the Sustainable Tompkins initiative (xv)




b. Pedestrian/Bike Saety: The volume o traf c poses

a threat to pedestrians and bicyclists trying to navigate the

West End. Routinely, people tend to exceed the speed limit

on northbound Meadow Street. Also, many streets have

multiple lanes and cars are turning in a variety o directions.

Only the “intrepid” pedestrian or cyclist is willing to navigate

this type o deensive environment – there is no pavement

marking or signage to accommodate cyclists on the road

(xvi). Pedestrian walk-lights on the major roads do not have

lead-times so that pedestrians have to assert themselves

into a stream o turning traf c.



WEST END

W E S T E N D


2. Intersecting jurisdictions: Control o transportation

in the area o the West End is divided between the City o

Ithaca, New York State Department o Transportation (DOT),

and Tompkins County Area Transit (TCAT). TCAT is in charge o

the bus routes in the West End. The City o Ithaca and the DOT

share jurisdiction over the streets and intersections; the juris-

diction is divided between sections o streets and individual

intersections rather than by name or route. (See Jurisdiction

Map on the right side o the page). This makes transportation

planning dif cult in the area: the City must secure approvalrom the state or plans related to DOT street sections and

intersections, such as light timing, bike lanes, pedestrian lead

times, etc. DOT is airly conservative and relatively slow in ap-

proving and processing requests. I a request is not within the

state’s transportation manual it is dif cult to secure approval

or the request. The City must then wait or transportation

policies (e.g. sharrow bike lane symbols) to percolate rom the

state level down to the City level. And then the City must pass

the plan; i the plan relates to a street under DOT jurisdiction

then the State must then approve the plan.




3. Intersecting transportation systems: The West End is an intersection o multi-modal traf c: truck, auto, pe

and commercial bus. It has rail access, with tracks alongside Fulton Street through the West End. Seven state highway

nearby the West End. Cyclists and pedestrians use the area to shop, to connect to West Hill rom the Downtown and t

other side o the inlet. There are several local bus stops in the area and commercial buses pass through to the Ithaca

State Street. The conuence o these systems creates great competition or very little comparative road space. This le

barriers between people and auto traf c, or bike routes on streets. (See Intermodal Transportation in the West End m



WEST END

W E S T E N D


4. Railway crossings: There are a limited number o of cial railway crossings. Thereore, establishing connection

bisected by the railway tracks is dif cult i there is not an already-established crossing. Crossing signage obscures oth

the pedestrian crossing signal on the north side o State Street crossing west across Fulton Street.

5. Speed Reduction Area: The speed limit on Route 13 coming into the West End rom the north is 55mph. Then, rig



VI. Recent Policies, Projects and Actions in the West End

1. Historical Plans:

a. The West End Design Plan (1999): The City o Ithaca sought to address the eects o changes in land use and t

by the reconstruction o the Octopus within the West End area. Aside rom ocusing on design standards, the plan als

to give the site a riendlier acade as well as to eature alternate modes o transportation by advocating “the private d

interior, mid block pedestrian pathways and small landscaped seating areas, reinorcing the guidelines o the Ithaca

ing a shuttle bus service linking the Inlet Island, the West End, the Commons, and Collegetown” (xvii). The plan was e

on reducing traf c congestion (xviii).

b. Six Points Traf c Plan (2001): The Six Points Traf c Plan was a study conducted by the City o Ithaca in 2001 to

congestion issues aecting the Six Mile Creek area. The study concentrated on changes made primarily outside o thmendation ell within the area—Meadow Street to be widened at West Clinton Street to ve lanes in order to strengt

saety o the roadway” and “the continuity o traf c ow along Meadow Street” (xix). Further, it was suggested that th

as an exclusive let turn pocket or as a two-way center turn lane (xx). Today, the recommendations o the Six Points T

implemented. Generally, it seems that the plan has managed to improve travel to and rom the stores located south

the other hand, it has also increased the already heavy traf c volume o Route 13 (trips that would have previously ta

Meadow were diverted onto Meadow) and exacerbated the perception that the area is a place o connection, certain

And so, this adds up to the lack o identity that the West End continues to experience (xxi).



VI. Recent Policies, Projects and Actions in the West

End

c. Freight Transportation Study (2002): During the lastdecade, truck traf c has dramatically increased throughout

Tompkins County. Drivers opt to take the most direct route to

their destination including requent travel through residential

zones. As a result, the noise and increased traf c generated by

truck movements has hindered residents’ desire or calm, quiet

neighborhoods. Areas between downtown Ithaca and the West

End experience the most noise and traf c. To balance the needs

o residents and commercial drivers, the City o Ithaca com-

missioned the Freight Transportation Study in 2002. The study

recommended that the county invest in a network o designated

routes which truck drivers would be required to ollow until

reaching their destination. The report concluded that Meadow

should be one o the county’s major truck routes (xxii). These rec-

ommendations contradict suggestions made in the Ithaca Bicycle

plan o 1997. This ormer plan called or the City o Ithaca to oera comprehensive Bikeway Route Network that would meet the

basic needs o bicyclists and selected Fulton and Meadow Streets

as prominent routes. As the City o Ithaca has started to devise

a Bike Boulevard Plan, it hopes to avoid these routes and satisy

cyclists’ need or a comprehensive route/pathway throughout

Ithaca (xxiii).

WEST END

W E S T E N D









VI. Recent Policies, Projects and Actions in the West End

The primary solution to this problem presented in the report is to redesign the intersection at Dey Street to suggest

to indicate to motorists that they have moved o the expressway section o Route 13 and are entering the urban sec

be accomplished through physically redesigning the lane layout at Dey Street, and improving pedestrian crossings a

ments. A roundabout at the intersection is even proposed as a long-term solution that would provide a traf c-calmi

way to the city (xxviii). See image below.

The report also suggests redesigning traf c access between Bualo and Court streets. Essentially, the plan proposes

intersection with Meadow Street and adding parking and travel lanes between Court and Bualo streets. This would

opment and open up the waterront or access in this area. Note also that it incorporates Phase 2 o the Cayuga Wat

rates bicycle and pedestrian access to the area.

. Re-Timing Traf c Signals: At the request o the city, the state is conducting a study on traf c signal timing in t

lecting traf c data this all and will be modeling various re-timing scenarios through the winter. The purpose is to all

traf c ow, reducing stops and stop times. As o now, pedestrian walk-signals will not be studied (xxix).

WEST END

W E S T E N D



VII. Possible and Recommended Policies and Actions:

1. Pedestrian lead-time modeling: At intersections, lead-time gives pedestrians a head start into an intersectio

light, so that pedestrians do not have to walk into turning traf c. The city could ask the state to incorporate the eec

traf c ow into the traf c signal timing study they are currently conducting. The City has not asked DOT to do this, b

locals as potentially useul in navigating the West End on oot (xxx).

2. W. State Street as Bike/Pedestrian corridor: In the West End, W. State Street is the street most conducive to

pedestrian corridor connecting Downtown Ithaca to the Inlet and the Waterront Trail. It opens up the possibility o m

able neighborhood all the way rom State Street to Cass Park and commercial areas with parking on the ar side o th

There are several reasons or this. First, it is one o the ew streets where the state does not have jurisdiction (though

over the intersections where W. State crosses Route 13). Second, though the street has a high traf c volume, it is not emergency vehicles (e.g. Bualo Street). Third, W. State, because o its on-street parking, is wide enough to accommo

street parking were relocated osite. Fourth, W. State rom Downtown is an already-established corridor with brick ro

Felicia’s outside o the West End, as well as Cayuga Bike and Ski and Maxie’s Oyster Bar within the West End.




Possible types o bike routes would be “Sharrow” bike routes or “bicycle

boulevards”. The City has already designated W. State Street as a poten-

tial street or bicycle boulevard corridor. A bicycle boulevard, currently

used extensively in Berkeley, Caliornia, designs the street with the

main emphasis on bicycle and pedestrian traf c. Vehicular traf c is still

allowed, but is restricted using traf c calming techniques (xxxi). The

proposal to do this to W. State Street would help create a continuous

pedestrian riendly commercial district along State Street, as well as en-

courage bicycle transportation. Sharrows are a large arrow-like marking

on a roadway alerting drivers that they are sharing the road with bikes.

The City is awaiting DOT approval o Sharrow road-symbols and signage.

3. Proposal or Parking/Pedestrian Way: In one key inormant

interview it was suggested that a pedestrian way might be created rom

W. State Street north or a ew blocks by simply connecting up existing

parking lots owned by businesses in the area. We propose that this idea

should be looked at in conjunction with W. State Street being converted

to a pedestrian and bicycle thoroughare. Parking is a major concern o

businesses along W. State Street. With the conversion o W. State Street

to a bicycle boulevard, increased oot traf c could potentially benet the

local businesses on State Street and encourage development. However,

vehicular traf c can be retained in the area by moving the parking into

the neighborhood north o W. State Street. As mentioned previously,

this area already has a large quantity o parking belonging to small busi-

nesses in the neighborhood. It could benecial or both these business-

es and the greater West End i these lots were converted to municipalparking.To encourage parking in this area, a well-designed, well-lit, invit-

ing, pedestrian path could be constructed to connect these neighbor-

hood parking lots to W State Street This combined with a bicycle way

WEST END

W E S T E N D




4. Inlet-Wegman’s Shuttle Bus: I Inlet Island becomes a destination, shuttle bus service could be established c

West End and Route 13 near Wegman’s. This shuttle bus loop would depend on the development o Inlet Island as w

mass o population will create the demand or such a bus route, which would promote the livelihood o the area and

business areas o the West End and Inlet (xxxiii).

5. Equal Access: Transportation is one the chie ways in which processes o a city (or parts o a city) are mediate

Denying equal access to certain modes o transportation (e.g. bicycles) hinders the saety o citizens wishing to enga

modes o transport. Future policies regarding Ithaca’s West End must take into account such occurrence.

VIII. Conclusion:

The high volume o traf c within the multi-jurisdictional area o the West End creates a considerable challenge or pl

However, as suggested, a combination o policies could achieve the dual objectives o mitigating traf c congestion w

pleasant travel environment or pedestrians and cyclists.





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Documents

West End Transportation, Ithaca, NY, published by Cornell City and Regional Planning graduate students, November 2008