IthacaMatt
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Community Grid Alternative
The Community Grid Alternative would demolish the existing I-81 viaduct, which would be decommissioned as an interstate, and make improvements to I-481, which would be re-designated as I-81. Almond Street would be reconstructed as a surface street, with bicycle/pedestrian amenities and potential for urban design/aesthetic treatments.
The Community Grid Alternative would disperse traffic throughout the city grid by promoting broader use of the existing street network. North-south vehicular traffic would be channeled through Almond Street and along parallel corridors, such as Crouse Avenue, Irving Avenue, State Street, and Townsend Street. East-west traffic routes would include Erie Boulevard, Harrison Street, and Adams Street.
The Community Grid Alternative includes creation of a new access point at MLK, Jr. East that would improve access to the Southside and University Hill from the south; alleviate congestion at Adams, Harrison, and Almond Streets; reduce the number of lanes needed on those streets; and improve conditions for pedestrians and bicyclists. To provide a more direct connection to University Hill from I-690 and optimize the use of the city street grid, a full interchange would be constructed at Crouse and Irving Avenues.
The Community Grid, includes reconstruction of the I-81/I-690 interchange to provide connections in all directions, interchange modifications, bridge replacements, and other features, as described in Common Features below.
The estimated cost of the Community Grid Alternative, which includes preliminary property acquisition costs, is $1.3 billion.
Common Features of Viaduct and Community Grid Alternatives
The Viaduct and Community Grid Alternatives have several features in common, as described below.
Improvements to I-690 and the I-81/I-690 Interchange
Both alternatives would reconstruct I-690 (from Leavenworth Avenue to Lodi Street under the Viaduct Alternative, and from Leavenworth Avenue to Beech Street under the Community Grid Alternative). Both include full reconstruction of the I-81/I-690 interchange, with modifications to improve highway safety and vehicle maneuvers onto and off the highways. Reconstruction also would include the addition of two connections that are missing in the existing interchange: a ramp between southbound I-81 and westbound I-690, and a ramp between eastbound I-690 and northbound I-81.
West Street Improvements
At West Street, the existing, free-flow interchange would be replaced with a new interchange, controlled by a traffic signal. Just south of the new interchange, West Street would be lowered to meet Genesee Street, creating a normalized intersection. The new West Street-Genesee Street intersection would improve interstate access to and from Genesee Street. Additionally, the removal of the West Street overpass would remove a barrier between the West Side and Downtown, creating a new gateway to Downtown and opening up views of the City that are now obstructed.
Capacity Improvements on I-81 from I-690 to Hiawatha Boulevard
The number of travel lanes provided on I-81 from I-690 to Hiawatha Boulevard would be increased from three to four in each direction to improve capacity and traffic operations. Several non-standard highway features, such as narrow shoulders, tight curves, and reduced sight distance, also would be corrected. To accommodate this wider interstate and correct the non-standard and non-conforming features, Genant Drive would be closed from approximately Spencer Street to Clinton Street. The Court Street interchange (Interchange 21) would be reconstructed with longer entrance ramps and better merges. The Route 370 (Onondaga Lake Parkway) on-ramp (Interchange 24A) and Old Liverpool Road on-ramp to southbound I-81 (Interchange 24B) would be consolidated into a single ramp, and the on-ramp to southbound I-81 from Genant Drive between Spencer and Clinton Streets (Interchange 21) would be closed to accommodate the wider interstate and ramp consolidation. The southbound frontage road on the southwest side of I-81 also would be reconstructed due to the realignment of the interstate.
Onondaga Creekwalk Improvements
The removal of infrastructure in the West Street area described above would allow the creation of a new path along the west bank of Onondaga Creek between Erie Boulevard and Evans Street, providing access to natural and historic resources, and providing views, which are now obstructed, of the historic Erie Canal aqueduct over the Creek. Connectivity would be enhanced via connections between the new bicycle/pedestrian path on the west bank of the creek, the existing Creekwalk on the east bank, and the sidewalks along West Street.
New Butternut Street Bridge
The Butternut Street overpass would be rebuilt in a new location over existing Genant Drive to connect to Clinton and Franklin Streets, providing better access into the Franklin Square neighborhood. Existing Butternut Street would be removed from State to Franklin Streets. The new bridge would be narrower than the existing bridge, with one lane (rather than two lanes in the existing) in each direction. The new bridge would include wider sidewalks on both sides as well as two on-road bike lanes one in each direction.
Enhancements for Pedestrians and Bicycles
Under all alternatives, safety and connectivity would be improved on Almond Street, not only for motorists but also for pedestrians and bicyclists. Pedestrian walkways and bike lanes would be clearly defined with pavement markings, color, or aesthetic treatments to promote driver awareness of pedestrians and bicycles. Bollards, medians, and extensions of the sidewalk at street corners would enhance safety at crossing locations. (use the final image, with all elements, from the presentation)
This is a good map that shows how northbound traffic from 81 south of the City will be disbursed. There won't just be one exit, or one street that will be overcrowded with traffic.
In addition, people seem to be ignoring that the water table out by the former Oil City where the tunnel would be dug has a very shallow water table and it is salt water brine (remember, we're the Salt City). The concentration of salt in the water is six times that of ocean water. Ocean water corroded the cement encasements for the massive steel tubes that contain the tunnel roadway in Boston's Big Dig.
This is a completely unrealistic alternative from an engineering perspective on the North Side to try to sustain Route 81 continuously through the City for the benefit of only 11,000 cars per day - which is roughly 1/3 the number who already use 481 at Rockcut Road to circumvent downtown.
The overall community grid development plan also calls for adding a 4th lane to 481 North, and 4th lanes in each direction at 690. There is also a plan to enhance / enlarge the number of lanes on the Thruway.
