HAMLET OF VARNA

Town of Dryden, New York

June, 2012

Acknowledgements

Mary Ann Sumner, Town Supervisor

Dan Kwasnowski, Planning Director

Jane Nicholson, AICP, Planner

Josh Bogdan, GIS

Transportation Consultants:

Behan Planning and Design Consultants

John Behan, AICP

Mike Welti, AICP

Cynthia Behan

SRF Associates

Steve Ferranti

Varna Advisory Board Members

Mike Richardson

Jim Skaley

David Weinstein

Town Planning Board Members

Joseph Lalley, Chair

Craig Anderson

Martin Hatch

Thomas Hatfield

Joseph Laquatra, Jr.

Wendy Martin

David Weinstein

Contents

Part One

History of the Hamlet

Existing Conditions

Part Two

Participation and Process

Part Three

Goals and Objectives

Character Analysis

Transportation Analysis

Quality of Life Analysis

Part Four

Varna Master Plan

Build-Out Analysis

Part Five

Implementation and Funding

Design Guidelines and Landscape

Standards

Zoning Amendment

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P a r t 1

The Hamlet of Varna Community Development Plan

6

H I S T O R Y O F T H E H A M L E T

I N T R O D U C T I O N

Varna was established in 1859 when farmers purchased properties to the east of Game

Farm Road, built houses and settled together to form the community. Until the 1950’s,

Varna had all the components of a traditional village community: two churches, a post

office, school, tavern, hotel, dance hall, grocery store and a carriage shop which was

later converted to a garage and gas station.

In its early years, Varna consisted mostly of farm families and children. The first school

was located on the corner of present-day Freese Road and Route 366, and was later

moved across the street and operated as a “one-room school”. In the late 1940s, the

Varna school consolidated with the Ithaca City School District. The “tavern property” was

located in the center of the hamlet at 922 Dryden Road. Drovers from the surrounding

areas frequented the tavern, bringing their livestock to Varna and staying overnight

before continuing over the Catskill Turnpike to Owego. Here, the animals were loaded

onto rail cars bound for New York City.

Varna’s industry consisted of two mills located along Fall Creek. The first was a sawmill

located adjacent to where the hexagonal red barn is currently located. The other was a

grist mill located down the road from the saw mill.

Around the 1950s, the hamlet experienced several changes. When the railroad that was

used to connect the hamlet to larger communities and markets suspended service, the

rail depot was privately purchased and converted into a small house. Other changes

included the conversion of the hotel into apartments where it is currently located (Mt.

Pleasant Road/ Route 366 intersection). The former post office was located across the

street from the current Methodist Church. In the 1960s sewer and water were made

available which enhanced the quality of life for residents of the community.

What is a hamlet? Hamlets are small. The word hamlet is French in derivation, and ‘ham’ is a village, and ‘let’ is small. So, by definition of the word, a hamlet is a small village, but not a village proper in most respects. This essentially means that it doesn’t have a street network, it does have a defined edge with open space on the other side of the edge, and you can see the edge and the open space from practically any location in the hamlet. It also assumes that it either has some economic base, or that is doesn’t at all and is dependent upon some other economy. In other words, it might be the economic center of an agricultural economic base locally, or it may be completely dependent on economies centered on a different location.

7

The purpose of the Varna Community Development Plan is to serve as a guide

for future development, provide opportunity for new uses, and improve the

overall quality of life while protecting the character of the hamlet.

The hamlet of Varna has experienced little growth and development since the

1950s, allowing it to retain its quiet, rural-village character. Located between the

City of Ithaca and the Village of Dryden, Varna is a community that residents have

come to describe as “rural”, “bucolic”, and “a family hamlet”. With a variety of

modest homes, accessibility to nature, and caring residents, Varna is unique in that

it provides the comfort of a small-town village with immediate access to the

conveniences of a city. Its proximity to neighboring Cornell and Ithaca makes Varna

a desirable community for students, professors and young professionals.

With increasing development pressure in the surrounding communities, it was

recognized by the larger Dryden community that in order to maintain character,

enhance the quality of life and encourage economic development in Varna, a plan

was needed that would serve as an amendment to the 2005 Town of Dryden

Comprehensive Plan along with appropriate changes to the town’s zoning law. The

plan would provide residents, business owners, and developers with a more

detailed vision for the future of the community, and provide for a more informed

consideration of future development proposals.

Varna is a community that residents have come

to describe as “rural”, “bucolic”, and “a family

hamlet”.

P U R P O S E O F T H E P L A N

8

L A N D U S E

E X I S T I N G C O N D I T I O N S

Varna contains nine land

classifications as indicated

on the Tompkins County Land

Use Map. These

classifications include

agriculture, barren/disturbed

land, commercial, industrial,

institutional, recreation,

residential, vegetative cover,

and water/wetlands. While

there is a range of land uses,

the primary land use in Varna

are residential in the core

(along Route 366) and

vegetative cover (surrounding

Route 366).

Map 1: Varna Land Uses

9

The City of Ithaca developed as a hub for trade, commercial and

enterprising purposes in the late 18th century. Based at the head of

Cayuga Lake, Ithaca was the ideal place for early businesses and

manufacturers to settle. The natural landscaped provided easy access

to the Atlantic, the Mississippi, and Baltimore through its various lakes

and streams. By 1810, Ithaca was a thriving village that consisted of a

hotel, school house, tanners, blacksmiths, lawyers, and doctors. By the

late 1860s, Cornell University, a land-grant college, was established as

part of Ezra Cornell’s endowment and the State of New York’s Morrill

Land Grant of 1862. One of the primary goals of establishing the

institution was to promote agriculture and the mechanic arts. The

proceeds of the land grant purchased by the State of New York was

transferred to Cornell University, which resulted in thousands of acres

for the school.

Cornell University continued to acquire lands throughout the region and

state for research in the agricultural, natural sciences, and forestry

fields. One such area was Cornell Plantations, botanical gardens and

plantation acres, which was developed beginning in the mid-19th

century. The greater Plantations area today consists of over 40 different

nature preserves and more than 4,300 acres.

The establishment of these areas heavily influenced where growth and

development would occur. With Monkey Run Preserve, one of Cornell’s

natural areas, to the north and Cornell research lands to the south,

development continued to occur along a linear path east. This path is

now a major thoroughfare, State Route 366 (left).

Varna’s unique location, surrounded by natural and agricultural areas,

leaves Varna “landlocked”; there is little room for new, sprawl

development.

R E G I O N A L S E T T L E M E N T P A T T E R N S

Map 3: Varna

Road Network

Map 2:

Regional

Settlement

Patterns

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H A M L E T S T U D Y A R E A

The greater Varna hamlet area includes a total of 562 acres.

This area ranges from clusters of commercial uses to single-

family residences, natural areas and agricultural fields. The

map right shows the boundaries of the greater Varna area

which follow from Game Farm Road to the southwest, ¼ mile

past the single-lane railroad bridge to the north, Turkey Hill

Road to the southeast, and ¼ mile past the railroad bridge

along Route 366 to the northeast to the State DOT signage

designating the hamlet area.

The core study area was established upon completion of an

existing conditions analysis and a Character Area

Assessment. The core study area is the area of Varna where

development is concentrated as indicated in the regional

analysis (Map 4) and building pattern map as part of the

existing conditions analysis (Map 6).

Map 4: Hamlet Study Area

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H O U S I N G & B U I L D I N G F O R M P O P U L A T I O N

According to the 2010 Census, the population of the study area is

795 (collected at the Census block level). An additional area to

the east that extends to Pleasant Hollow Road and remote from

the core of Varna has a population of 311. The housing stock in

Varna is comprised of single-family, condominium, apartment and

manufactured housing units. While there is a mix of housing

types, single-family units are the primary type of residence.

Currently there are 290 single-family units in the study area

followed by 258 manufactured housing units, 118 apartments,

and 16 duplexes (located in Observatory Circle).

As indicated in Map 6, the hamlet has an irregular building pattern.

Adjacent to the study area, buildings are of similar size, form and

irregularly positioned on lot— a common characteristic of hamlets.

At this scale, however, it is observed that the houses in the study

area (purple) are closer together with minimal separation between

them. As you move away from the study area, there is more of a gap

in the fabric, suggesting that the hamlet takes on a “village-like”

characteristic of buildings close together fronting a yard or other

public space. This is characteristic of the historic hamlet pattern that

pre-dates the modern housing movement (as visually identified in

Observatory Circle).

Map 5: Population in and around Varna Map 6: Building Patterns

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N E T W O R K

Route 366 is the central spine of Varna, serving as the only

northeast/southwest connection that runs through the hamlet. The

Freese Road/Mt. Pleasant Road intersection further serves as a

connector to the surrounding area. There are minimal side roads

and streets in and around the study area, as the majority of housing

and development is located along Route 366. There is opportunity

for a new network of small-scale residential streets, pedestrian

pathways, and bike paths that can be connected to adjacent

development.

E X I S T I N G T R A F F I C C O N D I T I O N S

Capacity analysis was conducted at the Route 366 intersection with

Mt. Pleasant & Freese Roads. The results indicate that the

intersection operates at a Level of Service (LOS) “A” (free flow of

traffic) on the Route 366 approaches to the intersection during both

peak hours. The Mt. Pleasant approach operates at LOS

“F” (congestion) and “D” (steady traffic at high density) during the AM

and PM peak hours respectively while the Freese Road approach

operates at LOS “C” (steady but limited) and “D” (steady traffic at

high density) during the AM and PM peak hours respectively. While

some minor growth in traffic volumes is anticipated on all

approaches to the intersection, no improvements (e.g. traffic signal,

lane widening) are warranted from a capacity standpoint.

Map 7: Varna Road Network

The intersection of Freese Road/Mt. Pleasant Road and Route 366.

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E X I S T I N G T R A F F I C V O L U M E

Vehicular turning movement counts were performed to establish baseline traffic conditions

on Route 366 at the intersection with Mt. Pleasant and Freese Roads. Counts were

completed at the intersection on Thursday, April 28, 2011 between the hours of 7:00-9:00

AM and 4:00-6:00 PM. The peak hour turning movement counts are illustrated in the figure

right.

In addition to turning movement counts, average daily traffic volume data and speed data

were also obtained along Route 366 within the Hamlet of Varna. The figure right shows the

results of the speed study and the average daily traffic along the corridor. The speed limit

varies throughout the corridor from 40 mph to the west of Varna, 30 mph within Varna, to

45 mph east of Varna. The results of the speed study indicate that speeds approaching the

Hamlet from the west are approximately 40 mph, approaching from the east are

approximately 45 mph, and within the Hamlet where the speed limit is 30 mph the 85th

percentile travel speed is 38-39 mph in each direction.

A C C I D E N T A N A L Y S I S

Accident summaries of the most recent three years of data (December 2007 through

December 2010) were provided to the consultant by the NYS Department of Motor

Vehicles. Only reportable accidents, that is, those in which either injury or damage of at

least $1,000 occurred, were included in the review.

A total of 34 accidents occurred throughout the study area over the three-year review

period. Fifteen (15) of the 34 accidents occurred at the Mt. Pleasant/Freese Road

intersection. Six of the fifteen accidents were right angle collisions. This may be due to

excessive speed of vehicles on Route 366 as they enter or exit the Hamlet and/or sight

distance issues for vehicles exiting Freese Road.

Turning movement counts were conducted to determine

baseline traffic conditions.

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While there is limited service amenities (retail, restaurant, convenience, office, etc.), a small

commercial node is located near the intersection of Mt. Pleasant Road and Route 366, and

sparsely located east and west along Route 366. Such businesses include:

Restaurants (Antlers);

Auto Repair (Bell’s Auto Care and Varna Auto);

Professional Offices (Strebel Financial Management);

Hotels (Embassy Inn); and

Service Amenities (Savage Creek Hair Salon and Prolawn landscaping)

There are several retail businesses two miles east of the hamlet including Treeforms, The Orchid

Place, AAA, and the Plantations Restaurant. East Hill Plaza, a suburban shopping center located

two miles west of the hamlet, offers convenience services such as a grocery store, café, laundry

facilities, and pharmacy.

Varna retains several community resources including the Varna Community Center

(established in 1949) and the Varna Fire Company (established circa 1950) which provide

public safety, community organizing, recreation opportunities, and public meeting space. The

Community Center was developed around a need for a space that could accommodate a

range of activities. Scout troops were organized along with 4H, Home Bureau, a summer

playschool, and a senior citizens group. Several of these activities continue today and others,

such as the youth programs, are being reintroduced by the Varna Community Association

(VCA) which runs and maintains the Center. During the recent past, the VCA has raised

funds to renovate the building, build a community playground and a trail linking the Center to

the Hillside Acres Trailer Park.

C O M M U N I T Y A M E N I T I E S

The Varna Community Center provides an important

space for community functions and events.

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N A T U R A L A R E A S & O P E N S P A C E

The hamlet is surrounded by open space

which provides for outdoor recreation as well

as conservation areas. Park Park, the only

public park, is located at the corner of Route

366 and Forest Home Drive and consists of

small hiking trails. An undeveloped,

proposed multi-use trail runs along the old

railroad right-of-way. This future trail will

connect Varna to a larger trail system in

Ithaca and Dryden and provide an off road

alternative for commuting to Cornell

University. Cornell University also maintains

undeveloped forested areas and

experimental fields all around the hamlet.

Cornell Plantations including the Fall Creek

Natural Area is next to the study area.

Map 8: Natural Areas and Open Space surrounding Varna

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CHARACTER AREAS :

Character areas are specific geographic regions within

the study area that have unique or special characteristics,

that have the potential to evolve and that require special

attention adue to unique development issues. Findings

from the assessment resulted in ten character areas

which helped establish the basis for the general hamlet

plan. (see Map 9)

Agriculture

Conventional

Development Opportunities

Natural Areas

Parks and Trails

Residential Redevelopment Area

Traditional

Gateways

Primary Gateway Routes

Secondary Gateway Routes

Primary Rural Scenic Corridor

Secondary Rural Scenic Corridor

C H A R A C T E R A R E A S

Map 9: Varna Character Areas

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C H A R A C T E R A R E A D E S C R I P T I O N S

GATEWAYS

Gateways, or entrance corridors, are points along the roadway at

which motorists and pedestrians gain a sense of arrival into the

Hamlet. These impressions are often characterized by a change in

landscape, the built environment, or by signs or unique structures.

There are four gateways that help define the boundary of Varna: (1)

Railroad Bridge- Route 366; (2) Change in Development- Route

366; (3) Bridge on Freese Road; (4) Railroad tracks on Mt. Pleasant

Road.

GATEWAY ROUTES

Gateway routes are streets that are heavily traveled and serve as

entrances to and through the Hamlet. These routes link major

employment and business areas together, and are used regularly

by a large number of residents and visitors. These routes further

present a visual impression of the Hamlet’s character– the built

form, landscape, and unique features. There are two gateway

routes in the Hamlet– one primary (Route 366) and one secondary

route (Mt. Pleasant Road-Freese Road). The single-lane former railroad bridge serves as a gateway into the Varna community.

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TRADITIONAL

The Hamlet of Varna contains a small area along the east side of Route

366 that reflects the characteristics of a traditional neighborhood. The

United Methodist Church of Varna and Lifestyle Properties offices provide

a recognizable center to the community, and are in close proximity of

residential homes. There are a diverse number of residential homes that

were a standard in the United States from colonial times until the 1940s.

The houses are oriented towards the street and retain human-scale

dimensions– minimal distance between the front of the house and street,

pedestrian-oriented, and manicured landscapes and gardens.

CONVENTIONAL

The Hamlet contains a variety of conventional residential housing units.

These units include new multi-family dwellings, apartment complexes,

modular units, mobile homes, and single-family homes. Conventional

housing is located throughout the hamlet; specifically focused in the Mt.

Pleasant Road area and along Route 366 towards the Town line.

DEVELOPMENT OPPORTUNITY

There are several areas within the Hamlet that are vacant and

underutilized. These sites are favorable for infill development, as

they have immediate access to major roads and existing

infrastructure. Through redevelopment, these sites can provide for

new, desirable uses while enhancing the existing traditional

neighborhood. There are two primary underutilized sites in the

Hamlet:

1.The intersection of Route 366 and

Freese Road (right);

2.Varna II, LLC parcel adjacent to the

old railroad bed.

RESIDENTIAL REDEVELOPMENT

The residential redevelopment areas exists along the north side of

Route 366, and along Freese Road (to the edge of the bridge). This

area is comprised of most of its original housing stock, but the

conditions of these properties is worsening due to low rates of

homeownership, absentee owners, and rental units.

19

NATURAL AREAS

Natural areas encompass varying levels of protected open space

and environmentally sensitive lands. These areas include steep

slopes, woodlands, wetlands, nature preserves, forested areas, and

other ecologically significant areas that are not suitable for

development. A natural area recognized in and around the study

area is Monkey Run Preserve– owned and operated by Cornell

University and part of the Cayuga Trail. The area is open to the

public for outdoor recreation such as hiking, skiing, birding and

canoeing along Fall Creek.

RURAL SCENIC

Rural scenic corridors are open, undeveloped lands that parallel a

major thoroughfare and have significant natural, historic, scenic or

pastoral views. There are two rural scenic corridors in the Varna

study area. Both corridors are located at the edge of a gateway,

providing motorists and pedestrians an area of scenic quality prior to

entering the residential and commercial mixed use area of the

Hamlet..

The Hamlet consists of parks and several trails– both existing and

proposed. Park Park is the only established park in the Hamlet, and is

owned and maintained by the Town of Dryden. It consists of

approximately 4.5 acres. The park has a small trail and open space,

used for recreational purposes. There is a separate, well-established,

“unofficial” trail located south of Route 366 along the existing rail-bed.

The trail spans from Mt. Pleasant Road to Stevenson Road and

terminates at Game Farm Road. It is currently used for leisure

recreation and walking/jogging.

AGRICULTURE

An agriculture character area includes lands in an open, cultivated, or

sparsely settled state that includes woodlands and farm lands.

Agricultural lands encompass 150+ acres, and is the second largest

character area in the Varna study area. These lands are owned and

operated by Cornell University as part of the Cornell University

Agricultural Experiment Station. There are eleven small farms that are

part of the Campus Area Farms program; three of these farms are

located in and around the study area.

PARKS & TRAILS

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S U M M A R Y O F E X I S T I N G C O N D I T I O N S

The map of existing conditions reveals the problems of the area, while displaying strengths and

positive elements of the hamlet. (page 21)

As indicated on the graphic on page 21, there are key areas (shaded in gray) in the hamlet that are

ideal for growth and can absorb future development. The surrounding nature preserves and active

agricultural lands serve as a buffer to these areas, making them prime for infill and new

development. These sites themselves are currently vacant, underutilized, and lacking investment.

They are directly adjacent to or abut the strongest areas of the hamlet which are primarily

residential. Having underutilized and vacant sites adjacent to a strong residential core can have a

negative impact on the value, aesthetics, and quality of life for neighboring properties. At the same

time, these sites are an opportunity for new uses such as more housing options, small-scale retail,

and commercial which would help enhance the area.

The existing conditions map further reveals that there are few public spaces in the hamlet. Referred

to as a “family hamlet” by its residents, there is a lack of parks, trails, pedestrian trails and

recreation space. The underutilized and vacant sites provide the space that when developed, can

incorporate public green spaces that will cater to a family and student community. Using this map,

plans can be developed for those sites that are ideal for redevelopment, new, and infill

development.

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M A P O F E X I S T I N G C O N D I T I O N S

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P a r t 2

The Hamlet of Varna Community Development Plan

24 P U B L I C P A R T I C I PAT I O N & P R O C E S S

C O M M U N I T Y S U R V E Y

A community survey was distributed to 423 Varna area residents and

business owners. Town staff and the advisory committee developed

survey questions around six areas: demographics, quality of life,

transportation, streets, housing, and development.

The Town received 131 surveys back, resulting in a ~31% return rate.

The survey results indicate that 40% of respondents have lived in

Varna for more than twenty years. Over half of the respondents own

their own home; however, 54% live in a house and 38% live in a

mobile home or townhouse unit.

Respondents were asked open-ended questions pertaining to what

they liked about living in Varna, what changes they would like to see,

and their fears with change or development.

The results indicated that there is a strong sense of community in

Varna, it is a good place to raise a family and it is a safe community to

live/work. Residents like Varna because it is in close proximity to

Cornell and Ithaca.

The condition and aesthetics of the built environment, adequacy of

facilities in addition to the levels of traffic, were areas of concern.

Additional concerns were too much development, too fast and

changing the character of the hamlet from a quaint, rural area to a

transient, strip-development corridor with significant traffic. This plan

strategically addresses those concerns by providing specific goals and

objectives, a master plan with recommendations and guide for future

development. Overall, the camaraderie built between neighbors and

residents provides a strong foundation for any future changes to the

hamlet.

Community participation was important in developing the plan. Monthly meetings with the Varna Advisory Committee, a group of local residents

who volunteered to help provide insight into the Varna community, as well as directly from residents in the community formed the basis of

participation efforts. Town staff engaged in a series of community outreach efforts where residents and business owners provided guidance,

vision, and critical feedback. Consultants, elected and appointed officials also reached out to friends and associates in and around the

community to gather opinions on the Varna area.

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P U B L I C W O R K S H O P

A public workshop was held on June 21, 2011 to engage residents in

the design process. The purpose of the workshop was to determine

what type of development they would like to see occur in different

areas of the hamlet.

Attendees participated in two hands-on activities that focused on

traffic on Route 366 and housing and development. Working with land

use and transportation consultants, the groups drew on corridor maps

to indicate where traffic calming measures were needed, issues of

visibility and safety, and sidewalk/streetscape desirability. Using

streetscape templates, participants were able to envision street and

sidewalk alternatives.

To determine future housing and development needs/desires, Town

planners created 3-D models of the community where participants

could move and add buildings to create new development options.

Pre-designed site plan templates further helped participants envision

new opportunities. The results of the workshop helped the Town

determine the type, scale and form of desired development which is

outlined throughout the plan.

Residents and community members participated in a design workshop to determine desired future development.

26

O P E N H O U S E

Planners held an open house on November, 2, 2011 to present

the first draft plan to the public. Using results from the survey,

workshop and summary of existing conditions, area plans were

developed to determine what type of development the public

would respond to and want in the hamlet. Consultants provided

detailed transportation posters displaying opportunities along

Route 366 including streetscape, intersection and median

treatments. The public had the opportunity to provide written

comments regarding each area plan and transportation options.

The November open house allowed residents to view and comment on the area plans that were designed to help guide future growth and development. in Varna.

The area plans provide a foundation for what the community residents like,

and the type of development they want to see. Each of these plans provide

an alternative development scenario for building placement and the

necessary spacing and coordination of facilities like sidewalks and street

trees. These area plans helped inform and create the basis of the form

elements of the Master Plan and zoning code amendments for the hamlet.

27

FOREST HOME DRIVE

This example represents a townhouse development at

8du/acre. The emphasis of this site design is to provide

ample conservation space for walking and hiking along

Fall Creek, while maintaining the enclosed tree canopy

along Forest Home Drive by setting the buildings away

from the main road.

VARNA HOLLOW

This example represents a townhouse development with community

amenities at 6du/acre. The emphasis of this site design is to minimize

development along Fall Creek while providing housing options and

amenities that can serve multiple populations. These units could be for

young professionals, students, or designed to help with the demand for

senior housing.

T Y P E S O F D E V E L O P M E N T T H E C O M M U N I T Y L I K E D :

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TRAILSIDE

This example represents a single-family home development with

townhomes at 10du/acre. The emphasis of this site design is

single-family homes with alleyways so that each building fronts

green space, and accessible footpaths that connect to Route 366

and the Varna Trail. It also has amenities such as a small park

and pond that also serves as stormwater detention area. This

type of development is commonly referred to as Traditional

Neighborhood Design (TND).

29

VARNA COMMONS

This example represents a village green type development with

open space at the center of the development with cottage homes,

professional offices/businesses, and townhouses surrounding the

green at 8du/acre (or developed as a PUD). The emphasis of this

site design is to create a community center with open space and

integrating foot paths as the focal point.

30

GATEWAY PLAZA

This example represents a mixed-use development with green space

developed as a Planned Unit Development (PUD). The emphasis of

this site design is a mixed-uses on the first floor, residential or offices

on the second floor, facing a park-like green on both corners.

Surrounded by residential or office/commercial uses, this site is

framed around the viewshed while maintaining a village-like feel.

31

It was revealed through the public participation process that the character of Varna is that of a quaint, rural suburb bounded by an urbanized

area. Varna affords a quality of life that has kept many residents in the area for years, while attracting new families, professionals and students.

Quality of life in this context ranges from a low cost of living, proximity to city amenities, and a quiet, friendly atmosphere for families with caring

and helpful neighbors.

Using information from stakeholder feedback, the area plans helped visualize and communicate opportunities for growth and development.

The Varna community is already “made” in that it contains a pre-existing built environment where “place making” is unnecessary. Rather, it is

essential to establish development controls that allow growth to occur in such a way where building footprints, new uses and amenities fit in to

the existing fabric of Varna. The area plans represent just one type of development that fits the existing landscape. Using this form-based

approach, the Varna plan helps preserve the quality of life and place of Varna, adding a new layer of character to the community.

Although primarily residential, there are several businesses that are located throughout the Route 366 corridor in Varna. These business

owners have a vested interest in the growth and development in Varna as their businesses depend on local and regional patrons. These

businesses are an integral part of the hamlet, and any growth or development will ultimately have an impact on their ability to operate in the

community. To ensure their perspectives were reflected in the Varna Plan, Town planners met with business owners in stages to gauge input.

The first meeting was to discuss the Character Area assessment as a group to determine the overall character of Varna from a business

perspective. Following the creation of the draft area plans, planner’s met with business owner’s individually to discuss each plan and how their

business would be impacted from the plan.

M E E T I N G S W I T H B U S I N E S S O W N E R S

S E C T I O N S U M M A R Y

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P a r t 3

The Hamlet of Varna Community Development Plan

34

G O A L S & O B J E C T I V E S

C H A R A C T E R

Goal 1: Protect and enhance hamlet character.

Objectives

Define the character of Varna.

Identify development scenarios, and designs that are in

harmony with existing character.

Identify redevelopment opportunities in harmony with existing

character.

Utilize existing infrastructure to potential without degrading or

changing overall character.

Create management tools that protect character, while

allowing new development and redevelopment to move

forward.

Shift from current zoning to character zoning.

T R A N S P O R T A T I O N

Goal 2: Develop a transportation system that is

balanced, safe, and equitable for pedestrians, cyclists,

and motorists.

Objectives

Initiate Traffic Demand Management strategies to improve traffic

and pedestrian safety and pedestrian and bicycle resources.

Invest in the development and maintenance of new and existing

trails.

Create a sidewalk plan that provides a safe environment for

pedestrians.

Develop a plan to reorganize Route 366 including the addition and

adjustment of sidewalks, bike lanes and primary/secondary

streets.

35

Q U A L I T Y O F L I F E

Goal 3: Protect and improve the quality of life in the hamlet.

Objectives

Identify limits of development relative to traffic, bulk and density of buildings.

Create landscape standards that are in keeping with a relaxed, quaint country

hamlet i.e. low maintenance, basic landscape standards.

Identify funding and organizational means for maintaining public green areas

like street trees, gardens, etc.

Initiate a Community Development Strategy and programs to improve

community development within the hamlet including:

Community facilities (new and improvements).

Identify program opportunities for property improvements

Identify program opportunities within the hamlet to improve quality of life.

“Recreation” and other programming to improve community

cohesiveness.

36

T he character of any area is a culmination of years of decisions

that result in a unique or particular feeling that an area evokes

as a sense of place. Character can change dramatically over

time, or even instantaneously. Often character changes over time with

some properties deteriorating, while others are built new, or older

buildings restored. Also, as buildings are removed, the space and

sense of enclosure of a place changes, and the presence or absence

of buildings, trees and other features of the landscape changes the

character of that place.

The hamlet area of Varna does have a unique character, and the

physical layout, and sense of enclosure are typical of a hamlet. As

described in the book “Community Character” (Kendig, 2011) a hamlet

has a defined boundary and you can often see the surrounding open

space from almost any point in the hamlet area; there is no street

pattern or grid, and buildings are arranged linearly along a main road

with one or more crossroads. The buildings are well spaced lending to

a feeling of openness, and there is a mix of uses scattered along the

roadway. The hamlet of Varna very much fits this description with the

only exception being the Hillside Acres mobile home park that does

have its own road network, and due to the topography and pond

creates a unique sense of place with narrow streets and closely placed

buildings.

In another more rural setting, the hamlet may persist like this for years,

with investment in the existing housing stock and other buildings being

determined by shifts in population, and inheritance and restoration of

buildings over time. The character would persist with only very slight

or minor changes and newer buildings would be few in number.

Varna, however, is situated in a place in the landscape that affords it

more opportunity than a more isolated rural hamlet. The most obvious

differences are bordering Cornell University, a large Ivy League school

with large research centers within a mile or so of Varna as well as

being located on a locally important transportation corridor, Route 366,

and the presence of water and sewer infrastructure. Because Cornell’s

facilities are not visually apparent from the hamlet, as well because of

the agricultural mission of the university around the hamlet, the

proximity of the university lends more to the rural feel of Varna than it’s

suburban or urban reality. However, the presence of the university

has also created a demand for rental housing that does have an effect

on the character of Varna.

The water and sewer resources would not be likely in a rural hamlet

distinctly separated from an urban area. However, Varna is included

as part of the Ithaca Urbanized Area and the Town of Dryden is part

owner of the water and sewer systems in the county. This has opened

the door for increased density and development in Varna. However,

this also creates fear among long-term residents that the character of

the hamlet will be lost with new development that is focused on

meeting the needs of the rental market.

Route 366 is a state route that passes through the hamlet of Varna.

As described elsewhere in this report, the road comfortably caries

9,000 cars a day. At peak times this can cause some annoyance to

C H A R A C T E R A N A LYS I S

37

residents, and the sometimes higher speeds create a real safety

concern for residents. Relative to character, the road and the

volume combined with higher speeds affects the ability of this road

to act as a linear public space. This is due primarily to the lack of

sidewalks and the orientation of the highway to a rural corridor

design, rather than a residential hamlet design.

Because of these three factors; the university, Route 366, and the

water and sewer resources, the physical character of the hamlet is

strong and well founded but is easily threatened by either minimum

investment in rental housing, or investment in development beyond

the current scale of the hamlet, which could cause a dramatic shift

in character.

Under any scenario, the character of the hamlet will change. The

primary purpose of this plan is to find the means for encouraging

redevelopment and new development in the hamlet, but in a way

that compliments, continues and improves upon the current

character.

The physical character of the hamlet is easily threatened by either minimum investment in rental housing, or investment in development beyond the current scale of the hamlet.

38

S T U D I E S T O D A T E

C H A R A C T E R A S S E S S M E N T

Character areas are a type of spatial planning that can help guide planning, policy, and urban design standards for future development. Each

character area is a planning sub-area within the hamlet that was derived from an assessment of design aspects, density, building typology, land

use, surrounding uses, function, potential, constraints and planning issues.

Through on-site fieldwork, an assessment of existing maps, environmentally sensitive areas, and the 2005 Town of Dryden Comprehensive Plan,

ten character areas were identified that highlight the local distinctiveness of Varna and the characteristics of the development and settlement

patterns within the hamlet.

C U R R E N T D E S I G N G U I D E L I N E S

The 2008 Commercial and Residential Design Guidelines were developed to inform developers and landowners of the expectation of the town

boards when developing proposals. They were further incorporated into the Zoning Law upon adoption by requiring compliance with the design

guidelines when the bulk and area requirements of the zoning law were varied to accommodate design in proposals.

The Commercial Design Guidelines included a special section on hamlets as a separate character area where “The design goal of the Village/

Hamlet Character Area is to strengthen a sense of place, relate buildings to a pleasant, pedestrian environment, and respect and celebrate the

community’s heritage.” In addition to that goal statement, the following “building blocks” were described for the hamlet:

All parking should be located behind buildings, and never between the front of a building and the public street on which it fronts.

Buildings should provide a primary street facing front entrance, in addition to any secondary entrances that provide access from parking areas located in the

rear.

39

\

Structures should maintain consistent setbacks with respect to one

another, particularly with respect to front yard setbacks. Proposed

deviations from established setback patterns need to be justified by a

compelling design goal that strengthens the Village/Hamlet character.

Whenever possible, shared parking should be provided between

adjoining properties. This serves to limit the amount of parking required

and to reduce the need for multiple curbcuts.

Where possible, on-street parking should be utilized to fulfill parking

requirements and needs.

Where feasible, sidewalks should be provided. Landscaped buffer strips

should be provided between sidewalks and streets.

Crosswalks, curb bulb-outs, appropriate signage, lighting, pedestrian

crossing signals, and traffic lights should be provided to enhance the

pedestrian realm.

Changes in pavement materials, texture, color and pattern should be

utilized, especially at crosswalks.

Utilize street trees and planted medians.

Provide benches and other opportunities to sit and relax in public spaces.

New residential areas adjacent to Village/Hamlet centers should utilize a

pedestrian friendly, compact and interconnected street pattern that is tied to

the Village/Hamlet center.

New construction should be or appear to be a maximum of two stories in

height. Additional commercial and residential uses are encouraged on

second stories.

Ground floor commercial (office/retail) is encouraged along principal roads.

Shared mail boxes and newspaper delivery points should be encouraged.

Building façades should have ample windows that can be seen into, with

darkly tinted windows discouraged.

Front porches may be used to create a strong rhythm and to provide shelter

for pedestrians, as well as outdoor seating for restaurant uses.

Building character and scale should compliment and strengthen the Village/

Hamlet character.

Existing, character-establishing structures should be incorporated into

development plans, and/or adaptively reused, where feasible.

These design guidelines are further refined in this plan to be used more

specifically with a new zoning code that is specifically geared toward

continuing character.

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C O M P R E H E N S I V E P L A N

In 2005 the town adopted the Comprehensive Plan, which included

extensive recommendations, especially for hamlet areas in the town.

These informed the Commercial Design Guidelines, and as this plan

is written the intent of those recommendations is continued.

However as a more detailed and design driven approach is taken,

there is less apprehension because there is and will be less

uncertainty about future development. Because of this, many of the

specific recommendations will not apply in this plan and these

transgressions will have to be addressed in the Comprehensive Plan

Amendments accompanying this plan.

The basic goals for development in the Comprehensive Plan include

increasing the attractiveness of the area by offering a diversity of

development options, including townhouses, duplexes, small multi-

unit complexes, and mixed residential and commercial; encouraging

home ownership; and regulating hamlet transformations so that the

character of the community is maintained or shifts slowly, not in

dramatic steps.

Many of the very specific recommendations have to do directly with

continuing the character of a hamlet as described here. However,

some of the recommendations do not fit with the public input of this

plan, such as establishing on street parking along 366, and not

allowing convenience stores. However, many of the

recommendations follow the strategy as described in this plan and

the associated zoning amendments such as limiting lot coverage, and

building height. The Comprehensive Plan also has many somewhat

confusing recommendations on density and infrastructure. This plan is

design driven, meaning that density of people and population will be limited

by the lot coverage and building bulk regulations, thereby making

unnecessary the need for overly strict density limitations. Density is

related to character in the complete absence of other controls like lot

coverage limits, and open space requirements, however fixed ratio density

does nothing to guarantee character in an area. A density of one dwelling

unit per acre may result in very large single family homes, which would be

very much contrary to the current character of the hamlet.

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C U R R E N T Z O N I N G L A W

The current zoning law does not include any specific provisions for

hamlet development. However, the language in the current zoning law

is sensitive to character, and the provisions for multi-family housing do

attempt to mitigate for character with some success. However, the

current regulations likely fall short in applying a village type density to

too large an area. These rules were written prior to modern septic and

water requirements, as well as municipal water and sewer being

available and required for certain scales of development. This plan for

Varna, as an extension of the 2005 Comprehensive Plan, seeks to find

a more current approach to guiding development in the hamlets. The

flaw in the current rules was to apply village or suburban scale

development across a vast rural area, which has been addressed in

the 2011 zoning local law. This plan and associated zoning

amendments seek to address development issues in Varna, where

water and sewer are available as well as developable land. The

differences in the current law and proposed amendments are

discussed below in the tools section. However, with regard to

character, as discussed above this plan will also explore other land

use management tools other than regulations to protect character

throughout the hamlet.

Current regulations likely fall short in applying a village-type density to too large an area

42

T O O L S F O R C H A R A C T E R P L A N N I N G

Z O N I N G

Current Zoning

The current zoning creates what can be referred to as auto-centric development, where surface parking consumes more land or footprint than the

building intended to be served. The result is a very urban character for the lot, regardless of what the surrounding land uses might be, or the

desired end product relative to character.

Taking the multi-family requirements in the R-C district where water and sewer are available as an example, it is easy to see what is meant by the

term autocentric. Without belaboring the language in the law, if you assume 1,000 sq. feet per unit for two bedroom units and use that to total the

footprint of the building, and add in the current parking requirement and setbacks for a one acre lot, a developer could build up to 15 units on one

acre of land. However, because of the parking lot requirements, and the setbacks, these units would have to be in a two-story building. Also, the

parking lot would be necessarily larger than the building, assuming a standard 9x18 ft. parking space, and 12 feet for each travel lane in the

parking lot. This formula would probably allow for adequate stormwater management facilities on the same site since they can be located within a

setback. It does achieve about 55% lot coverage, but the open space is consumed by parking, driveways and stormwater facilities. There is no

balance for lawns and landscaping and this exercise does not even contemplate sidewalks. However, this does efficiently consume the entire lot

and convert it to profitable purposes. This is certainly efficient conversion of land, but does little for character or community goals .

43

Character Zoning

In order to accomplish development that does not detract from the character of Varna, that makes good use of opportunities, and overall maintains

the positive aspects of the community, while hopefully providing the opportunity to fulfill community goals, several tools can be used as described

in this section. Specific zoning tools involve regulating the bulk and area requirements of a site in order to create the places that are desired, and

also give a very predictable approval path for both the developer and the community. The best way to ensure this is for the developer and the

community to work together to align goals and outcomes. This requires leadership by the development interests to engage the community, and

respect local plans and community goals and demonstrate that they are as committed to reaching them as they are making a profit. On the other

hand, it is also the responsibility of the community to coordinate planning with the development community, and for residents to respect the rights

of the developer, and their business..

Zoning codes, design guidelines and standards help to insure that the approval process meets a community’s standards for development, and

serves the community in a positive way, rather than increasing costs over time, or lending to the deterioration of quality of life. These controls

should still be a minimum standard, something that the development community should seek to not only meet, but to exceed in form and character

and performance. The basic zoning tools that this plan proposes are: form based code elements, sustainable design, and performance zoning to

fulfill the goals of this plan through new development and redevelopment.

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Form-Based Codes

Form based codes have become very popular as an antidote to typical

zoning codes. This type of code is more concerned with the size and

appearance of new development and how it creates a sense of place,

and performs rather than only regulating uses. It is more concerned

with the form of the development, than with arbitrary rules that create

homogenic sprawl forms. Form based codes require a strong

understanding of the appropriate character of the area they are being

applied, and the goals of the community i.e. what the form should be.

To gain this type of understanding is one of the purposes of this plan.

Form based codes can be applied to practically any planning level or

type. The purpose of the form based code is to ensure that certain

public resources are predictably protected during the course of

development. For example, rather than requiring sidewalks or

pedestrian facilities as typical zoning codes do, the sidewalk or a street

cross section is very specific as to where the sidewalk will be, how far

from the curb, and include street trees etc. Rather than a setback line,

form based codes often have a build-to line, where building edges must

align, and those buildings must have entrances on the sidewalk side of

the building as well as the parking lot, and a certain percentage of

windows on the façade etc. Form based codes are much more

predictive with respect to character and the place that will result from

the development, and therefore if created through a thorough planning

process meet with much less public opposition. Developers tend to like

form-based codes because they know exactly what is required, and the

conversation does not focus on use of the property, but rather the

public aspects of the development.

Source: http://land8lounge.com

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Performance Zoning

Performance in zoning, or building, codes focus on the performance of a

project rather than specifications. A good example of performance zoning

is included in the recently adopted zoning local law relative to open space

and density. The law requires 70 percent of a site in open space for multi-

family development. Rather than specifying elaborate site requirements like

setbacks, or frontage, the law simply requires a certain level of performance,

which combined with a specific definition of open space works to create an

intended result, without overly restricting the creativity of the developer to

meet the performance standard.

In this plan, many of the performance measures are in the landscape

standards and design guidelines. These require projects to meet a

minimum standard of landscaping and building design, but are not specific

as to how this is achieved.

A newer performance measure of performance zoning which many

municipalities are considering is sustainability which blends site

characteristics with building performance as well as the site’s placement in

the landscape and ability to utilize public transportation, as well as

transportation alternatives to the automobile. Sustainability measures can

further be combined with incentive zoning, rewarding projects with increased

density or as a lower cost option to other incentives. One of the benefits of

sustainability performance measures is that they build value into the

development at the point of sale and initial building, so that

features like solar panels, or district geothermal heating can be

incorporated into the building designs, at a lower cost and initial

investment.

Additional performance measures like sustainability, or open

space resources can also be used to balance additional density

or development intensity, like relief from maximum height of

buildings.

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L A N D S C A P E S T A N D A R D S

Landscape standards require of projects that a certain base level of

landscaping will be installed as a result of construction or site

development. This ensures that properties maintain a minimum

appearance that is consistent with the character of the area. These

standards can be conditions of an approval, or a required element of a

site plan review, or both.

Landscape elements will vary depending on the location within the

hamlet. The hamlet is surrounded by natural areas, agriculture and

densely wooded areas. It is important that any new type of landscaping

(whether streetscape, residential, commercial) reflects the rural,

pastoral feel of the hamlet and the unique features of the site. For

example, landscaping along Forest Home Drive should reflect the feel

of the area- densely wooded and shaded. Appropriate landscaping for

this area would be shrubs used to create “room” like features, as well

as native woodland wildflowers. By using native vegetation for

landscaping that compliments the existing, natural landscape,

maintenance will be minimal.

R E D E V E L O P M E N T

Redevelopment in a community is often a double-edged sword. It

involves either the repurposing, or restoration of existing buildings or

built sites for a new life either as the same use, or often for a new use.

On the other hand redevelopment is most often associated with tearing

down existing buildings in some state of disrepair, and construction of

new buildings. The risk is that the new construction will not provide the

same or even similar character to the community.

47

C O M M U N I T Y D E V E L O P M E N T

Community development strategies are those programs and policies

that seek to improve the community proactively. Community

development involves a wide range of program options from façade

improvement to housing grants. They also may support recreation

activities, or the construction and maintenance of a recreation center.

Community development programs can be funded by a variety of

means. These can include simple budget line items, but often use

special tax districts to raise money for improvements to a certain area

like Varna.

Often community development programs are funded by grants, both

public and private. For example this plan is a form of community

development and uses funding from both the town and Cornell

University.

Planned Unit Developments

Planned Unit Developments (PUDs) are a common tool in zoning laws to

create a coordinated multi-faceted or phased development. These are used

to create a development that although consistent with use and density are

not bound, or cannot be accomplished, due to the area and bulk rules that

are often found in a zoning code. PUDs are a very useful tool.

Planned Unit Developments allow for flexibility in design and a range of recreation,

housing, and mobility options.

48

LEED Neighborhood Development (LEED ND)

LEED Neighborhood Development is a rating system designed

primarily for the development of green neighborhoods, as well as those

that perform well in terms of smart growth, urbanism and green

building. Entire neighborhoods, portions, or multiple neighborhoods can

qualify for LEED ND certification. The rankings scale, similar to that of

LEED certification by the US Building Council, has four rankings:

Certified, Silver, Gold and Platinum. Unlike LEED certification that

focuses on the performance of a building, LEED ND certification is

based on the performance of a neighborhood. Emphasis is placed on

site selection, design, and construction elements and the way these

relate to the surrounding community and region. This holistic approach

to development can move beyond the “greening” of one building to an

entire neighborhood, benefiting the community in multiple ways.

A neighborhood that has achieved a LEED ND certification is

recognized as having a standard for quality of life, natural environment,

and overall good health. They have vibrant streetscapes complete with

a multi-modal transportation system, pedestrian pathways, character

and have a mixed-use urban form.

LEED Neighborhood Development is a holistic approach to neighborhood planning.

Current development trends are autocentric (top), and need to incorporate human-

scaled elements such as sidewalks, compact building types (bottom photograph).

49

Traditional Neighborhood Design (TND)

Traditional Neighborhood Design is a comprehensive planning strategy that integrates public and private uses within a defined space. TND

communities contain a mix of uses including educational, commercial, and civic facilities that are interconnected by pedestrian pathways, streets

and lanes designated for pedestrians and cyclists. These multi-modal communities encourage walking and biking, and provide safe routes to do

so. Public space is central in TND communities where buildings and houses front common green space. Often, one or several pedestrian paths

circulate throughout the community. Service allies provide “back” access to garages and public services such as trash pick-up. This keeps houses

fronting the streets, rather than garages. The main streets are also kept at a minimum width in effort to keep houses and neighbors closer

together.

Traditional Neighborhood Designs are designed with a focus on the pedestrian, and green spaces for recreation and leisure. These communities are connected through multi-

purpose pedestrian pathways, while alley’s provide access for motorists and public services.

50

T R A N S P O R TAT I O N A N A LYS I S

T his section provides an overview and vision for the Route 366

corridor—an east-west highway that is owned and maintained

by the New York State Department of Transportation.

Predominantly rural in nature, the Varna community must capitalize on

its history of being a village-like walkable community to ensure future

plans cater to multimodal transit users.

The 366 corridor serves as a primary connection between points east

of Varna including Dryden and Cortland to the Ithaca area. The road

supports significant through commuter traffic to Cornell University and

Ithaca College, as well as pedestrians that walk or bike to these

neighboring locations. The road contains two lanes, with a 5 ft

shoulder absent of bike lanes or sidewalks. There are several bus

stops within the Varna corridor that serves TCAT users.

These conditions have a significant impact on resident’s perceptions

of the volume and safety of this route. Studies indicate that it is not

necessary to reduce traffic volume, widen travel lanes, or introduce

traffic signals, as traffic flows well during peak travel times including

the intersection of Mt. Pleasant Road/Freese Road/Route 366.

In response to this reality, the Town envisions a Route 366 that serves

as a multimodal corridor where the pedestrian has priority; a

streetscaped sidewalk, well-marked crosswalks, landscaped medians,

and appropriate lighting. This corridor will increasingly provide access

to the City of Ithaca as the major activity center in the region. It is

critical to ensure that the transit environment is seamless and

cohesive, with safe pedestrian routes, established public transit

stations and ease of access for automobile users. Route 366 serves as the primary connection to surrounding urban areas

51

T O O L S F O R T R A N S P O R T A T I O N P L A N N I N G

T R A F F I C C A L M I N G

“Traffic Calming” is a key organizing principle for the transportation

recommendations in Varna. The primary objectives of traffic calming

are: to reduce vehicle speed, to reduce traffic volumes, and to reduce

pedestrian/vehicle conflicts. Depending on the situation, one, two, or

all three of these objectives can be addressed by the inclusion in the

roadway system of features that will alter driving habits to the benefit of

non-motorized users of the system. Traffic calming techniques can be:

passive, such as a speed trailer telling the driver how fast he is

going;

psychological, such as narrowing the roadway by the use of

pavement markings; or

physical, such as roadway closures or diverters to reduce volume,

or roundabouts, speed bumps/tables, or curb extensions to reduce

speed.

In Varna, we are primarily concerned with reducing speed and reducing

vehicular conflicts with pedestrians and bicyclists. The goal is to create

a clear distinction about the role and function of this roadway – NYS

Route 366 – for the approximately two-thirds of a mile that it traverses

the heart of the hamlet. Outside of the hamlet it is, and should remain,

a Rural Highway. However, within the heart of the hamlet, NYS Route

366 should function as a “Main Street” for Varna. Actual vehicular

speed should not exceed 30 mph and pedestrians and bicyclists should

have clearly identified spaces in the transportation network.

As shown on the transportation concepts map (below), there are three

types of location in Varna where specific traffic calming treatments are

proposed – at the gateways, at mid-block crossings, and at the

intersection of Freese Road / Mt. Pleasant Road with NYS Route 366.

52

G A T E W A Y T R E A T M E N T S

There are two main gateways to the Hamlet of Varna on NYS Route

366, Mt. Pleasant Rd. and Freese Rd as described in the Character

Area desciptions. At these locations, it is recommended that a

raised, planted median be installed to send a clear signal to motorists

that they are entering the hamlet and that they must slow down.

Prior to the actual raised feature, pavement markings would taper the

travel lanes toward either side of the median. Other physical

elements introduced just prior to the median, such as the start of

curbing and perhaps the introduction of pedestrian scaled street

lights and/or street trees would help signal this change, making it

more noticeable and less abrupt.

The raised medians at the gateways could include hardy, low

maintenance grasses, ground cover or low plantings. If the town or a

local group of volunteers would be willing to maintain them, more

decorative plantings could be utilized as appropriate. In addition, the

median could serve as the location for a “Welcome to Varna” sign

unless there are other more visible locations elsewhere. For the

western gateway, a crosswalk could be incorporated into the median

(there is not a need for one at the eastern gateway). In this case, the

median would also serve as a pedestrian refuge for people crossing

the street.

In coordination with the installation of these gateway treatments, the

NYSDOT should consider moving the start of the 30 mph speed zones

to the tops of the hills at the east and west approaches to Varna.

Source: www.experiencedryden.ca

Gateway treatments help define the boundaries of a community.

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M I D - B L O C K M E D I A N T R E A T M E N T S

There are two locations between the western gateway and the

intersection of NYS Route 366 with Freese Road / Mt. Pleasant Road

where additional pedestrian crossings would make sense. These mid-

block crossings are necessary to allow people to walk conveniently to/

from the Varna Community Center, a westbound TCAT bus stop

across from Varna Auto Service, and the Hillside Acres mobile home

park. At each of these crosswalk locations, it is recommended that a

raised median be incorporated to reaffirm the need for motorists to

slow down and to provide a pedestrian refuge for people crossing the

street.

In each of these examples, the median includes a slight jog that

requires the pedestrian to look in the direction of oncoming traffic

before crossing the second travel lane. This simple design feature

adds an additional level of safety to the median’s role as a pedestrian

refuge. The median refuge should have a minimum width of six feet

(6’).

Mid-block median treatments are necessary for people walking across busy

intersections and roads such as Route 366.

54

I N T E R S E C T I O N T R E A T M E N T S

The intersection of NYS Route 366 with Freese Road / Mt. Pleasant

Road is a concern for both vehicular and pedestrian safety. Though it

does not yet meet the standard warrant for the introduction of a traffic

light or require a capacity improvement such as the addition of turning

lanes, some simple steps should be taken to enhance the safety and

function of this intersection for all users.

In the short-term, the introduction of high visibility crosswalks on all four

legs, combined with construction of raised medians on both Route 366

approaches to slow vehicular speed and limit access to/from adjoining

parcels, would significantly enhance this intersection. In addition to

making the intersection safer and more attractive for pedestrians, the

speed reduction from the medians should improve safety for vehicles

crossing or turning onto Route 366 from Freese Road or Mt. Pleasant

Road. Removal of the residential structure on the northwest corner of

the intersection, and ensuring that future redevelopment at the

northeast and southeast quadrants steps away from the corner would

improve sight distance issues that currently exist. Pedestrian scaled

street lighting would further enhance visibility at night.

In the longer term, if vehicular accidents or pedestrian safety remain a

concern, an intersection control beacon (flashing light – yellow on

Route 366 and red on Freese and Mt. Pleasant Roads) could be added

to the intersection; however this would not be the most aesthetically

pleasing solution for this historic hamlet. A better long-term solution for

this intersection would be the construction of a single-lane roundabout.

Roundabouts provide significant safety benefits because they slow

traffic and reduce conflicting turning movements. They generally have

greater capacity than signalized intersections and they perform better

environmentally because of reduced idling time. Though the geometry

of the Freese Road / Mt. Pleasant Road intersection is constraining, a

preliminary analysis done for this study does indicate that a single-lane

roundabout – capable of handling the largest tractor-trailer allowed on

this highway - might work here with a modest amount of property

acquisition at the corners (primarily on the east side of the intersection

where redevelopment is anticipated).

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S I D E W A L K S

As previously noted, a primary goal of the transportation

recommendations for Varna is to improve the quality of life and the

long-term vitality of the hamlet. With the addition of some new homes

and small businesses, Varna could contain a nice concentration of

people, activities, and services. Slowing traffic and creating safe and

attractive pedestrian infrastructure connecting all of this together is the

key to sustaining a vibrant social and economic environment here. The

introduction of sidewalks to the hamlet is, therefore, absolutely

essential.

It is recommended that sidewalks be installed on both sides of Route

366, approximately from gateway to gateway. At the western end of

the hamlet core, sidewalks on the south side of NYS Route 366 should

actually extend just past the gateway to the existing apartment

complex at the bottom of the hill. At the eastern end of the hamlet

core, sidewalks on the north side of NYS Route 366 could actually end

a bit before the gateway in consideration of the lack of future

development potential on adjoining lands (since much of this land is

owned by Cornell University for agricultural research it will not be

developed and so sidewalks are not necessary). The gateway to

gateway stretch of the NYS Route 366 corridor is considered the

priority in terms of necessary sidewalk construction. However, if

funding is available, the Town of Dryden and NYSDOT could consider

extending the sidewalks further west to Game Farm Road and/or east

beyond the old railroad bridge to the apartment complex and bus stop

at the top of the hill.

Included with the design of the sidewalks would be curbs and a planting

or amenity strip that would provide some separation between the

sidewalk and the travel lanes. The planting or amenity strip could be a

simple green (grass) area or it could also be a location for street trees

and/or pedestrian scaled street lights. The width and function of the

planting or amenity strip might need to vary from one location to

another to accommodate the narrow right-of-way or close proximity of

existing buildings. Design details will need to be worked out as the

Varna-NYS Route 366 corridor project is advanced and funding

alternatives are identified. Stormwater collection and retention will also

need to be addressed during the design phase.

56

B I C Y C L E L A N E / S H A R E D L A N E

As noted under the existing conditions, there is a notable presence of

bicyclists on NYS Route 366 through the Hamlet of Varna. There are

no dedicated facilities for bicycles in the hamlet, however the highway

shoulder is fairly generous and in good condition in most places. As

part of the package of transportation improvements proposed for the

Varna-NYS Route 366 corridor project, it is recommended that clearly

defined spaces for bicyclists be established.

Within the hamlet core, defined as the area between the gateways, it is

understood that the state right-of-way (ROW) is quite narrow. Though

exact dimensions will need to be surveyed in advance of the actual

project design, based on information available from NYSDOT we have

assumed a ROW width of 49.5 feet (three rods) in the hamlet core.

With the addition of curbs and sidewalks in the hamlet core, a

dedicated bicycle lane, though desirable, will probably not fit within the

ROW. Instead, it is proposed that shared travel lanes be provided

here. A 14 foot wide shared lane allows for both vehicular and bicycle

travel. To convey to motorists and bicyclists the message that these

lanes are intended to be shared, it is recommended that “sharrows” be

stenciled on the pavement at appropriate intervals (see image of

“sharrow” at right).

Outside of the hamlet core, with the likelihood of a wider right-of-way

and no need for a formal sidewalk and curb, a 5 foot dedicated bicycle

lane would be a useful addition. In general, the bike lane should

continue west of Varna into Ithaca, and east of Varna to NYS Route 13.

Source: http://austin360.com

“Sharrows” allow for a safe, designated space for cyclists. These markings indicate to

motorists that there are multiple users of the road.

57

T R A I L S

In addition to improvements to Route 366, the Hamlet of Varna

Community Development Plan identifies two off-road trail opportunities.

The first is the Varna Trail, a proposed multi-use trail along the old

railroad bed that runs through Varna. The trail will connect the East

Ithaca Recreationway at Game Farm Road to NYS Route 13 in Varna.

Money for the trail has been set aside as part of Cornell University’s

Transportation Impact Mitigation Strategies (TIMS) document, and work

on the trail could begin in the near future. As part of its hamlet

revitalization efforts, a separate sidewalk or a bicycle/pedestrian

pathway could connect Mount Pleasant Road from Route 366 to the

Varna Trail. This short connector would make it easier for trail users to

access businesses in the hamlet and for residents of Varna to take

advantage of the proposed rail trail.

A second trail proposal considers the opportunity for a walking/nature

trail along the south side of Fall Creek in the hamlet. Running from

Freese Road to Forest Home Drive, this proposed nature trail would

make it easier for residents and visitors to explore the natural beauty of

the Fall Creek corridor. Links to nearby nature trails on Cornell owned

land could also be established to make this part of a larger network.

Multi-purpose trails are a key component for connectivity, accessibility and mobility to

and around the Varna community.

58

P E D E S T R I A N P A T H W A Y S

Pedestrian pathways offer many recreational and aesthetic

opportunities in for a community. In addition to providing an

important safety mechanism from biking on main roadways,

pedestrian pathways serve as common public space that can

improve the health and total quality of life in a neighborhood. Such

pathways can be in the form of shared-use paths, multi-use paths,

and hiking pedestrian paths designed for non-motorized use.

The expansion of a pedestrian pathway system can help connect

neighborhoods and communities together, providing for a connective

path that encourages walking, exercising, and a healthy lifestyle. It

also provides a transportation alternative for those that do not have

access to or own a motorized vehicle. This allows more residents to

be independent, mobile, and integrated into the community,

ultimately advancing its citizens quality of life.

Often, pedestrian pathways lead to increased environmental

protection as they are used for low-impact recreation. There are

numerous opportunities for pedestrian pathways in any community;

from a greenway along a stream corridor, to an urban creekwalk, a

canal path, to an abandoned railroad bed— pedestrian pathways

can be incorporated into any community.

Source: http://visionarytransport.blogspot.com/2010/06/non-motorized-plan-update-complete.html

Pedestrian pathways provide for recreation and connectivity through a community.

59

C O M P L E T E S T R E E T S

Complete streets are designed to be a safe, accessible complete street

for all users. Complete streets cater to all types of users including

pedestrians, cyclists, motorists, and transit riders. The streets are

designed so that each user can move through the street safely with

ease of crossing streets, walking to the store, or driving to work.

Elements of complete streets include sidewalks, street trees, bike

lanes, medians, and designated crosswalks.

Because communities differ in size and population, the type of street

will vary. In urban areas, elements for complete streets would include

shared bike, bus and car lanes, bus stops, median treatments,

sidewalks and street furniture. In more rural areas, a complete street

may be as simple as a raised sidewalk and crosswalks with textured

pavement. It is necessary for each community to evaluate who the

users are and what type of street will meet its needs.

Source: http://saferoutescalifornia.wordpress.com

Source: http://driftlessbicycle.org.com

A complete street in the heart of a village

A complete street in a rural community

60

Q uality of Life is a term with broad meaning that refers to the

collective quality of an individual or family’s experience

when living in an area. This is not difficult to measure

although it isn’t often done. It relates to myriad different issues.

Those that are often measured are those that can be controlled by

local groups and government such as services, recreational

facilities, pedestrian mobility, environmental factors (air, noise,

aesthetics, etc.) and public safety.

Varna is a diverse community as large, and larger, as many

villages in upstate New York. Because it is unincorporated it has

to rely on town and county services to provide those types of

services that government has grown to be expected to provide.

These include police and fire protection, recreation and parks, and

land use controls and policies. The community has taken steps to

address other community issues through the formation of the

Varna Community Association, and their Center where public

events are often held. This presents an advantage for local

government to simply support and initiate programs through the

Community Association.

Varna has a very active community that through their own initiative

and actions have taken steps at improving the hamlet. Community

Development initiatives would further those efforts. Through the

public meetings for this plan, and for community led plans, a

variety of issues were raised that could be best addressed through

community development initiatives. The issues identified are:

Beautification/appearance of properties

Home ownership

Mobility

Q U A L I T Y O F L I F E A N A LYS I S

Source: http://smallbusinessowner.com

61

T O O L S F O R Q U A L I T Y O F L I F E P L A N N I N G

B U S I N E S S I N C U B A T O R S

Another area where Community Development approaches could

be used to further community goals is furthering small business

ventures. These would provide space or exposure to markets for

local craftspeople, or other businesses that need help getting

started in Varna. Often homegrown businesses that are a suitable

fit for a hamlet face daunting costs in establishing their business, or

moving beyond their home based business to a storefront, or

revamping their home or other building to accommodate a

business.

F A Ç A D E I M P R O V E M E N T S

The façade or face of buildings along Route 366 lend the most direct

impression of people travelling through and who reside in Varna.

Because many of the buildings are in disrepair, it may not be

completely feasible to initiate a façade improvement program as the

buildings likely have more issues than only the façade.

R E C Y C L E P R O P E R T I E S

As is typical of any community in upstate New York, the housing in

Varna is varied, but is mostly older buildings and homes. Many of

these are well maintained, but there are many very visible homes that

have fallen into disrepair for a variety of reasons. Community

Development initiatives could be used to help fund improvements and

repairs to some of the homes that need it.

Source: http://mvmag.net

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P a r t 4

The Hamlet of Varna Community Development Plan

64 V A R N A M A S T E R P L A N

E X I S T I N G C O N D I T I O N S

65

F I N A L M A S T E R P L A N

66

M A S T E R P L A N

The literature limits the population of a hamlet to around 900 people, and village’s proper start at around 1,500 people. Varna

fits, for the most part, the basic characteristics of a hamlet, but because of the relatively large mobile home park (240 units)

which has a conventional (i.e. no sidewalks, curvilinear pattern) road network, as well as the somewhat large number of rental

units in the community, the population is around 1,100 people according to the 2010 U.S. Census.

Due to natural factors —steep slopes, agricultural fields and the Fall Creek floodplain, an edge is created that defines the hamlet

center. Most importantly, it seems that this character type is what is most desired by the public to be maintained into the future.

Public participation in this plan established a firm community consensus that the hamlet character is the desired end. On the

other hand, there was also a desire for the return of some local services that did not require using the automobile. Fortunately,

Varna has the population to support such services to a limited extent, which is subsidized by the higher traffic counts on Route

366. Unfortunately it does not have the pedestrian resources.

Using the discussion above, the general plan is to find the means for encouraging redevelopment and new development in the

hamlet, but in a way that compliments and continues the current character. In order to do that, this plan proposes using a

variety of tools:

Hamlet Master Plan and Master Plan Recommendations

Build-Out Analysis

Design Guidelines and Landscape Standards

Zoning Amendments

67

PUBLIC SPACE RECOMMENDATIONS

Create open space within “niches” in the

hamlet.

While there isn’t significant room for a large central

park (greater than 1-2 acres), there is opportunity to

create pocket parks, a central green around the

church, and open plazas along Route 366.

A series of small open and green spaces

should be connected through pedestrian

pathways.

This can be accomplished through the completion of

the Varna Trail, and multi-use paths that lead from

Route 366 and connect with the Varna Trail.

M A S T E R P L A N R E C O M M E N D A T I O N S

This rendering of the Freese Rd./Mt. Pleasant Rd. intersection integrates green plazas, pocket parks, and pathways to create inviting public spaces

68

Implement complete streets in Varna to the extent

possible.

Sidewalks, raised mid-block median treatments that

provide a refuge for crossing pedestrians, and pavement

markings that signal to motorists that pedestrians may be

crossing should be implemented.

To keep motorists from speeding, a roundabout at the

intersection of Freese Rd./Mt. Pleasant Rd. can keep

traffic flowing at the appropriate speed.

By integrating a shared bike lane, cyclists and motorists

will each have their designated lane which can help

reduce the amount of accidents from bikes/cars

intersecting in the roadway.

Plantings including street trees and ground vegetation, as

well as ornamental furniture and lampposts can help

enhance the aesthetic quality of the street.

This pocket-like park continues a linear pedestrian pathway through a residential area. These pathways help create unique “places” within neighborhoods, and provide an opportunity to create recreation, meditation, and resting spaces.

STREET NETWORKS AND S IDEWALKS RECOMMENDATIONS

69

BUILDINGS AND FORM RECOMMENDATIONS

The new interconnected pedestrian pathways, trails, and

sidewalks provides a network in which traditionally scaled houses

should be built.

Using Traditional Neighborhood Design (TND) elements, a

variety of single-family houses, townhouses, and duplexes to

create quaint neighborhoods that fit into the landscape.

Each new house or townhouse should face open, green

space to encourage healthy, active living that is consistent

with the existing character of the hamlet.

A variety of setbacks will keep the landscape aesthetically

interesting as well as consistent with historic lot patterns.

Buildings should be human scale in that they make the

average pedestrian feel safe and not overwhelmed by the

height of the building, or the empty space between buildings.

Buildings should be within close proximity of one another,

with parking behind such structures. This can be

accomplished using TND or form-based code design

methods.

Single-family homes and townhomes face a linear park. The back of the unit faces an alley where parking and public services (i.e. garbage pick-up). The emphasis is on human-scaled buildings that are varied in size, type, and setback.

70

The purpose of the build-out analysis to explore possible future development options when all the land is developed under the proposed zoning

amendment and the master plan. The build-out analysis and zoning amendment will help the community grow without compromising the integrity

of the landscape or the residents’ values.

Area Type of Building Dimensions per Building Number of

Buildings

Total Square

Feet

Number of

Bedrooms per

1,000 sqft

Total Number of

Bedrooms

Forest Home Drive Townhouse 125’ x 40’ = 5,000 sqft x 7 = 35,000 /1,000 x 1.5 = 52

Townhouse 125’ x 40’ = 5,000 sqft x 11 = 55,000 /1,000 x 1.5 = 82 Varna Hollow

Mixed-Use 70’ x 40’ = 2,800 sqft x 3 = 8,400 /1,000 x 1.5 = 12.

Varna Commons Mixed-Use 70’ x 40’ = 2,800 sqft x 3 = 8,400 /1,000 x 1.5 = 12.

Single-Family 30’ x 40’ = 1,200 sqft x 24 = 28,800 /1,000 x 1.5 = 43

Trailside Townhouse 100’ x 40’ = 4,000 sqft x 4 = 16,000 /1,000 x 1.5 = 24

Single-Family 40’ x 30’ = 1,200 sqft x 95 = 114,000 /1,000 x 1.5 = 171

Gateway Plaza Mixed-Use 200’ x 50’ = 10,000 sqft x 1 = 10,000 /1,000 x 1.5 = 15

Mixed-Use 170’ x 50’ = 8,500 sqft x 1 = 8,500 /1,000 x 1.5 = 12

Mixed-Use 50’ x 90’ = 4,500 sqft x 1 = 4,500 /1,000 x 1.5 = 6

Mixed-Use 100’ x 40’ = 4,400 sqft x 1 = 4,400 /1,000 x 1.5 = 6

Townhouse 120’ x 40’ = 4,800 sqft x 1 = 4,800 /1,000 x 1.5 = 7

Townhouse 40’ x 100’ = 8,00 sqft x 1 = 8,000 /1,000 x 1.5 = 12

TOTAL NUMBER OF BEDROOMS = 454

B U I L D - O U T A N A LYS I S

71

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P a r t 5

The Hamlet of Varna Community Development Plan

74 I M P L E M E N TAT I O N A N D F U N D I N G

A C T I O N I T E M S A N D I M P L E M E N T A T I O N T I M E L I N E

C IRCULATION AND CONNECTIVITY

Action Item Timeline

Strategize to implement a complete street system in the study area along Route 366 which includes a sidewalk,

bike lanes, and raised medians.

1-2 Year Horizon (2012-2014)

Implement a streetscape planting plan along Route 366 which includes street trees and ground cover, and

installation of lighting and street furniture.

1-2 Year Horizon (2012-2014)

Implement gateway treatments at the designated gateways in the hamlet. 1-2 Year Horizon (2012-2014)

Improve bus stops by adding bus shelters and other accommodations for transit users on Route 366. 1-2 Year Horizon (2012-2014)

Finalize the Varna Trail and begin clearing of vegetation and pathway construction. 1-2 Year Horizon (2012-2014)

Explore a central parking area to mitigate the demand for parking and encourage a walkable environment. 3-5 Year Horizon (2015-2017)

With redevelopment, create multi-use pedestrian pathways that connect new development with existing open

spaces, trails, and sidewalks.

3-5 Year Horizon (2015-2017)

Implement a roundabout at the Freese Rd./Mt. Pleasant Rd. intersection to ensure ease of traffic flow with

additional development in the community.

3-5 Year Horizon (2015-2017)

75

PLANNING AND REDEVELOPMENT

Action Item Timeline

Develop a land acquisition strategy for the Town of Dryden to acquire vacant properties and under-utilized

buildings to redevelop into public property or affordable housing.

Ongoing

Develop an incentive package to stimulate private development in the prime redevelopment sites while

furthering the goals and objectives of the community development plan.

Ongoing

Encourage new housing in a range of densities and that will fit into the surrounding landscape and are

consistent with the hamlet zone.

Ongoing

Work with property owners and developers to provide new buildings that replace vacant sites, buildings that

are out of character with the hamlet, or buildings beyond repair and are possible threats the safety, health and welfare of the Varna residents.

Ongoing

Continue to provide incentives to encourage adaptive reuse and preservation of older buildings, such as

facade rehabilitation loans or grants as identified in the Funding section.

Ongoing

Create a list of incentives or a “development toolkit” for potential developers which would encourage infill

development and redevelopment in the Varna study area.

0-1 Year Horizon (2012-2013)

Create a mixed-use development and plaza at the intersection of Freese Rd./Mt. Pleasant Rd. The plaza

should include outdoor dining and gathering spaces incorporated into the new mixed-use buildings.

5-10+ Year Horizon (2017-2022)

Redevelop areas that are vacant and underutilized that are identified as “prime” sites in the community

development plan.

5-10+ Year Horizon (2017-2022)

76

F U N D I N G

Type Description

Neighborhood Stablization

Program

(New York State Housing

Finance Agency)

This grant provides subsidies to non-profit and local municipalities looking to buy and redevelop

foreclosed, abandoned, or deteriorating properties. Once they are renovated and reconstructed, the

properties are sold to low, moderate and middle-income families.

Design Connect

(Cornell University Design

Organization)

DesignConnect is a community design organization, staffed by Cornell University students, that

provides pro bono design and planning services to local municipalities and non-profit organizations.

Community Development

Block Grant

(NYS Office of Community

Renewal)

The NYS CDBG program provides financial assistance to eligible cities, towns, and villages with

populations under 50,000 and counties with an area population under 200,000. The purpose of CDBG

grants are to develop viable communities by providing safe, affordable housing as well as expanding

economic opportunities primarily for persons of low and moderate income.

77

Source: http://www.ratioblog.com/?

Type Description

Main Street Grants

(NYS Office of

Community Renewal)

New York State provides financial assistance to communities in effort to

strengthen the economic and social vitality of main streets and

neighborhoods. Main Street grants help in in the revitalizing of main

streets, specifically targeted at façade renovations, interior upgrades, and

streetscape enhancements/improvements. This grant does not cover new

construction.

Tax Increment

Financing (TIF)

A method of public financing that is used for redevelopment, infrastructure,

and community development projects that benefit the public. TIF’s use

future gains in taxes to subsidize current projects. Once complete, a

public project often results in a higher tax that reflects the increased

property value.

A before and after image of façade renovations .

Main Street grants can provide funding to help

“face lift” historic and deteriorated properties.

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D E S I G N G U I D E L I N E S &

L A N D S C A P E S T A N D A R D S

HAMLET OF VARNA

The Hamlet of Varna Community Development Plan

The character of a hamlet is different from that of modern, conventional

developments. Unlike conventional developments, hamlets typically

retain housing and development patterns similar to many nineteenth-

century neighborhoods—unintentional varying lot sizes and setbacks.

Common hamlet characteristics include a commons or central green,

dominant civic/institutional buildings (such as a church, court house,

etc.), with predominantly single-family residential homes and limited

mixed-use buildings adjacent to the community center. New buildings

that are not compatible with surrounding uses in a hamlet can disrupt the

harmonious nature of the community, exposing it to future undesired

development. The photograph below is an example of common hamlet

characteristics.

The following guidelines describe how the character of the community

should be retained both in its landscape and building forms for existing

and new development as outlined in the goals of this plan. The plan

includes four primary sections with accompanying guidelines:

1. Site Layout and Lot Configuration

2. Building Design and Appearance

3. Sidewalks and Streetscape

4. Gateways

Each section contains a brief description of the design issue/

background, bullet-point list of guidelines, community values supported

as identified through the public process, and examples.

The Varna Development Plan process revealed that visitors and

residents alike often drive through the hamlet without ever feeling

they have “arrived”. This is due to the lack of common

architectural and streetscape design, pedestrian activity, and

undeveloped properties— all detracting from the Varna

atmosphere. The design process further revealed that despite

physical appearance, the character of Varna is defined by a

variety of building and lot forms, patterns, and configurations

which contribute to the resident’s sense of community. Through

the community-based process, it was recognized that improving

the overall image of the hamlet is essential in preserving the

rural, neighborhood feel of Varna. Town Planners, the Varna

Advisory Group, and residents alike agreed that common design

guidelines were necessary to help the hamlet retain its rural

character while leaving room for appropriate, compatible uses.

The design guidelines apply across the hamlet, and through the

design guidelines it is hoped to achieve both a standard for

development, as well as consistency. These will need to be

updated periodically, or as necessary. The design guidelines will

provide samples of signage and other elements, and as the

community sets certain standards for different physical elements

of the hamlet, these can be integrated into the design guidelines

to ensure consistency.

C H A R A C T E R O F T H E B U I L T E N V I R O N M E N T

The Hamlet of Varna Community Development Plan

S E C T I O N O N E : S I T E L A Y O U T & L O T C O N F I G U R A T I O N

G U I D E L I N E S F O R B L O C K A N D L O T C O N F I G U R A T I O N

A distinct characteristic of the Hamlet of Varna are the random lot patterns which allow for a

variety of lot frontages and streetscapes. Uniform lot configurations are a common characteristic

of contemporary suburban developments—monotonous and arranged along cul-de-sac or grid

patterned streets (which are not common characteristics of a hamlet). Allowing for varied lot

configurations will limit continuity while maintaining the existing and historic development

patterns throughout the community. It will further enable homes of varying widths to be built,

ultimately preserving the overall aesthetic integrity of the block and neighborhood.

Guidelines

Vary lot frontages and depths within each streetscape to maintain the hamlet’s random lot

pattern.

Allow adjacent lots to vary in lot configuration with no more than four consecutive lots having

the same frontage. Over four consecutive lots, allow adjacent lot frontages to vary by 50%.

Ensure that lot sizes allow for the safe and effective installation/connection of sanitary

services per current regulatory requirements.

Utilize a range of street/block types including irregular blocks, short orthogonal blocks, and

winding streets to preserve the varied character of the hamlet street system.

Uniform lot lines commonly found in a

contemporary suburban development

Random lot patterns allow for a variety of lot

frontages and streetscapes

The Hamlet of Varna Community Development Plan

G U I D E L I N E S F O R S E T B A C K S

The buildings along the Varna streetscape maintain a variety of front and side yard

setbacks. Communities that conform to consistent setbacks on village and hamlet

streets are often uninteresting and aesthetically displeasing. By establishing a

variety and range of setbacks that are commonly found in traditional hamlets,

houses and buildings can be creatively positioned to form interesting and dynamic

interrelationships with the surrounding environment.

Guidelines

Front & Side Yard

Encourage flexibility of front yard setbacks to maintain the variety of setbacks

found on hamlet streetscapes.

Ensure that no front wall of a house shall be set further back than half the length

of the adjacent house to maintain privacy of rear yards.

In the presence of an alley, lots are allowed to maintain no street frontage at all.

Steps leading to the porch or front door may begin at the front lot line.

When possible, garages and residential parking should be located at the rear of

the lot.

A variety in setbacks are a common characteristic in hamlets.

The Hamlet of Varna Community Development Plan

G U I D E L I N E S F O R P A R K I N G

Route 366 in the hamlet maintains a width that’s appropriate for a complete street design.

This would include sidewalks and bike lanes in addition to the two-lane road;

accommodating multiple users including pedestrians, cyclists, motorists and transit-users.

As a major connection to Ithaca and the surrounding vicinity, it is important to keep traffic

moving through the hamlet. On-street parking could slow traffic, and conflict with oncoming

cyclists. For this reason, it is important to provide parking for local retail and small

businesses that are set back from the main road for ease of access and safety. A central

parking lot would serve the hamlet due to its limited, compact size. Having a central

parking lot would reduce impervious surface and the number of curbcuts needed to service

tenants.

Guidelines

Where possible, an off-street central parking lot should be developed to fulfill parking

requirements and needs.

Whenever possible, shared parking should be provided between adjoining properties.

This serves to limit the amount of parking required to reduce the need for multiple

curbcuts.

Where possible, use detached garages that are located at the rear of the lot to

minimize the number and visibility of cars in front of properties.

Where possible, develop alleys behind residential properties to reduce the number of

vehicles on the street and in front of residential properties.

Parking lots behind buildings help minimize traffic

congestion on the main route.

The Hamlet of Varna Community Development Plan

G U I D E L I N E S F O R E X I S T I N G B U I L D I N G S

Existing buildings can provide a sense of place, continuity, and memory for long-

time members of a community. Deteriorating buildings are often viewed as a

nuisance or “eye sore”, and in some instances are posted against occupancy.

These buildings, whether they retain historic value or not, help provide a foundation

for the regeneration of our local communities. Through reinvestment and

restoration, these properties can reinforce the sense of community for residents,

make contributions to the local economy, and be a catalyst for area-wide

improvements. For this reason, it is important to preserve and incorporate existing

buildings into new development when possible.

Guidelines

Existing, character-establishing structures should be incorporated into

development plans, and/or adaptively reused, where feasible.

Retain key façade features of existing buildings (e.g. windows, trim, ornamental

details, doors)

Allow for alternate uses for existing buildings if original use is no longer

appropriate or relevant (e.g. existing building can serve as a coffee house, local

business, etc.)

S E C T I O N T W O : B U I L D I N G D E S I G N A N D A P P E A R A N C E

When appropriate, existing buildings should be adaptively reused to

maintain a sense of history and character in the hamlet.

The Hamlet of Varna Community Development Plan

G U I D E L I N E S F O R N E W C O M M E R C I A L C O N S T R U C T I O N

Varna is a small, rural hamlet with few commercial stores. Because new commercial development

at any scale will have a visual impact on the community, it is important that each new retail/mixed-

use building be compatible in size, scale, setback, and materials and retain continuity with the

surroundings. New buildings and developments should encourage and promote design continuity

throughout the community, and contribute to the intimate atmosphere and quality of the

streetscape that is defined by hamlet character. The guidelines for new commercial construction

are established to ensure that building frontage and design are created in a way that will help

Varna evolve into a compact, mixed-use environment with quality public open space.

Guidelines

Minimize commercial setbacks to encourage parking in a common lot.

Orient new commercial building frontages at or close to sidewalks.

Integrate new, mixed uses into the community while retaining its small-town feel. Ground floor

commercial (office/retail) is encouraged along principal roads.

Create buildings that complement historic and iconic buildings within the community (i.e. the

church).

Design buildings that reflect Upstate, New York and New England villages and hamlets (i.e.

Colonial Revival, Greek Revival, and Arts & Crafts styles).

Limit commercial facilities that are incompatible and intrusive on the landscape.

Avoid signage that is glaring, oversized, unprofessional or detracts from the quality of

character of Varna.

New buildings should promote design continuity

throughout the community. This can be accomplished

through design that reflects local architecture and

iconic buildings in the community.

The Hamlet of Varna Community Development Plan

G U I D E L I N E S F O R B U I L D I N G S C A L E

It is important that all physical elements in the hamlet are designed to match the size and

proportions of the people who utilize the space. The degree to which public spaces are

spatially enclosed (by buildings, trees, walls, etc.) has a significant impact on sense of

place, pedestrian perceptions of safety, and quality of life for residents. Structures that

are built too tall or set back too far from the street (within the local context) can reduce a

pedestrian’s sense of security, discouraging them from using or entering a space.

Therefore, buildings and development should be proportionate to people to maintain the

intimate feel of the hamlet.

Guidelines

Buildings and public spaces should be proportional to pedestrians, as well as the

buildings around them.

Maximum building height for houses and apartments should be no more than two

stories.

Maximum building height for non-residential buildings should be no more than two

stories in height ( or 35 feet including a pitched roof). Additional commercial and

residential uses are encouraged on second stories.

Buildings should maintain a “human scale” where height

and size are proportional to human height.

The Hamlet of Varna Community Development Plan

G U I D E L I N E S F O R A R C H I T E C T U R A L D E T A I L S

Buildings that are of different historic styles, yet architecturally distinct, help maintain the overall

aesthetic of the community. Architectural details such as roof shapes, materials, gable orientation,

and façade features such as porches, shutters, and windows help build community character.

Conventional developments often consist of few housing types with similar architectural features,

making it difficult to distinguish one house from another. Strip developments, a linear pattern of

retail businesses along a major roadway, can be characterized by large signs, mass buildings, and

extensive parking lots. These housing and retail developments, also known as “cookie cutter”

developments, are built with little consideration for architectural details such as paint color or

siding material. “Cookie cutter” housing and strip development can detract from the distinctive

qualities of the hamlet. Therefore it is important to utilize many historic architectural styles that are

of quality materials and visually appealing.

Guidelines for Residential Areas

Where possible, original or significant materials and/or features of a structure should be

maintained and repaired rather than replaced.

Spatial features including porches, balconies, benches, water features, etc. should be

incorporated to make each property unique and distinct.

Maintain a mix of housing types of different historic styles to retain the architectural feel of the

hamlet.

Spatial features such as porches (seen above) help

make properties unique and distinct.

The Hamlet of Varna Community Development Plan

Guidelines for Retail/ Mixed Use Areas

Building frontages, including windows, entrances, and other architectural

features should be active spaces and enhance the pedestrian scale and

experience.

Awnings on retail establishments should reflect the overall design of façade

organization of the building and surrounding buildings. Awnings should be

appropriately sized and proportional to the entrance.

Buildings should have a roofline that distinguishes between the top of the

building and lower floors.

Buildings should have transition lines that distinguish between the top floor and

lower floor.

New buildings should be constructed using brick, stone, or other materials that

are compatible with the surrounding architecture.

Non-residential buildings should front sidewalks and public

spaces that are welcoming for pedestrians.

The Hamlet of Varna Community Development Plan

G U I D E L I N E S F O R L A N D S C A P E

The visual quality of the landscape can help instill sense of place, community pride, and provide countless

benefits to the environment. Aesthetic improvements to the landscape can help create a better living and

working environment, leaving a positive impression of the community on visitors and residents alike.

Landscape design guidelines are an important to aesthetically enhance residential and commercial properties,

streetscapes, screen objects from view, and to help further protect ecologically sensitive landscapes. The

following established landscape design guidelines can help maintain and improve the quality of life in Varna,

preserve the surrounding natural areas, improve the visual character of the community, and increase

environmental protection.

Guidelines

Landscape residential properties using native plants to increase biodiversity, improve stormwater

management, control flooding, and connect residents to original landscaped areas of the community.

Landscape commercial properties using native landscaping around building foundations for aesthetic

purposes. Replace traditional “turf” with native landscaping in shade areas, on parking lot islands, and

around trees to improve and minimize surface runoff and improve water quality.

Where possible, utilize permeable paving materials to reduce surface runoff that leads to flooding and

drainage problems.

Create landscapes that complement the built and natural environment.

Integrate landscape elements such as fences that indicate property boundaries.

Preserve the balance between development in the hamlet and adjacent natural lands.

Preserve existing vegetation in stream corridors, wetlands, and floodplains.

Carefully develop around existing trees and vegetation to create “instant” landscaping.

Landscaping can enhance the

aesthetic feel of a community while

contributing to sense of place and

community pride.

The Hamlet of Varna Community Development Plan

G U I D E L I N E S

The Hamlet of Varna has many characteristics of a walkable community – compactness,

mixed residential and commercial uses, and interesting and attractive architecture that

can be enjoyed at a pedestrian pace. However, it is missing the most basic pedestrian

infrastructure that would make walking a safer and more inviting alternative for residents

and visitors.

Guidelines for Sidewalks and Curbs

Sidewalks should be located on both sides of NYS Route 366 within the central “Main

Street” portion of Varna as identified in the Varna Community Development Plan.

Sidewalks should have a minimum width of five (5) feet, however six (6) feet is more

desirable where right-of-way width allows.

Sidewalks must be ADA (Americans with Disabilities Act) compliant – where

sidewalks cross driveways, the sidewalks should maintain a consistent grade.

Sidewalks should be separated from the curb by a planting/amenity strip. The width

of the planting/amenity strip will vary depending on right-of-way constraints, however

the cross-sections from the Varna Community Development Plan should serve as a

guide.

Except near crosswalk locations, the planting/amenity strip should have a permeable

surface such as grass and/or low maintenance plants.

S E C T I O N T H R E E : S I D E W A L K S A N D S T R E E T S C A P E S

Sidewalks, either directly along Route 366 or through indirect

pathways are critical for the community by providing a safe

environment for pedestrians.

The Hamlet of Varna Community Development Plan

Guidelines for Crosswalks

Crosswalks should be designed for high visibility using alternative paving materials and/or

stripping patterns consistent with NYSDOT requirements. Where the crosswalk meets the

curb and sidewalk, ramps should be designed to ADA standards.

Guidelines for Lighting and Aesthetics

Establish features that strengthen the character and identity of Varna such as signage,

plantings, and public art.

Pedestrian scaled, ornamental streetlights and suitable species of street trees should be

located in the planting/amenity strip at appropriate intervals. Lighting should be designed to

meet Dark Sky Association guidelines.

Crosswalks are necessary where there are busy

streets. These indicate to motorists to slow down

for pedestrians crossing the street.

Street furniture allows for pedestrian interaction

on a main street, and a place to rest.

The Hamlet of Varna Community Development Plan

G U I D E L I N E S F O R G A T E W A Y S

Gateways help define the edge of a community, providing a point of entrance for

pedestrians and motorists. Gateway features, such as a unique signage and plantings,

are important to establish at these entrances to let the traveler know they have “arrived”

in the community. They further help define a boundary for the community, which is

essential for unincorporated settlements, such as a hamlet. These guidelines are

designed to help provide a well-defined edge for Varna to help strengthen the image of

the community.

Guidelines

Establish features that strengthen the character and identity of Varna such as

signage, plantings, and public art.

Highlight and preserve the rural character of the gateways and entrances into Varna.

Slow traffic and capture attention and interest at the four entrances into the hamlet,

as well as the Four Corners.

Appeal to the pedestrian and reinforce the downtown experience.

Gateway treatments and monuments (above) help

define the boundaries of a community and indicate to

motorists and pedestrians that they have “arrived” in a

place.

The Hamlet of Varna Community Development Plan

PAGE LEFT INTENTIONALLY BLANK

Z O N I N G A M E N D M E N T

Article VII Hamlet of Varna Overlay

S E C T I O N 7 0 1 . P U R P O S E .

The purpose of Article VII of this zoning law is to provide the

structure and rules for development in accordance with the Varna

Community Development Plan (VCDP) as adopted. This Article

creates distinct overlays for the hamlet of Varna, along with rules

relative to form and density of development within the water and

sewer service areas of the hamlet of Varna in an effort to foster

development, as well as implement the goals set forth in the VCDP.

S E C T I O N 7 0 2 . D E S I G N G U I D E L I N E S A N D

S T A N D A R D S .

All development and re-development proposals must conform to all

applicable design guidelines, but especially the design guidelines

developed as part of the VCDP.

Design Standards that apply to all development and redevelopment

within the hamlet include:

Each new development is required to:

Contribute to the overall rural character of Varna through:

A] Landscape Design

a. Any proposed development shall include a landscape and

planting plan (as part of the site plan??) that includes:

i. A map of existing vegetation to be removed.

ii. A detailed landscape plan that includes a list of the number,

type and location of proposed vegetation.

b. Any proposed development shall demonstrate through a

narrative, or drawing how the development will preserve

significant open space and natural features including mature

trees, tree canopies, land forms, existing topography and

vegetation to retain the natural characteristics of Varna.

c. Any proposed landscaping shall reflect the landscape guidelines

as outlined in Section 2 of the Varna Design Guidelines and

Landscape Standards.

B] Streetscape and Sidewalk Design

a. Any proposed development shall include sidewalks or pedestrian

paths that contribute to the goal of a long-term unified pedestrian

network for the hamlet.

b. Any proposed development shall include a streetscape and sidewalk

plan that includes:

i. A map and list of dimension of proposed pedestrian and

cyclist paths, sidewalks, and trails.

ii. A list and detailed map of streetscape amenities including

lighting, sidewalk furniture such as benches, indication of

multi-use trails, and maintenance plan for upkeep and snow

removal.

c. Any proposed development along Route 366 is required to use

sidewalks for pedestrian safety and to enliven residential properties,

storefronts and public areas.

d. Any proposed sidewalk or pedestrian path shall reflect the sidewalks

and streetscape standards as outlined in Section 3 of the Varna

Design Guidelines and Landscape Standards.

C] Building and Architectural Detail

a. Any proposed buildings shall be no greater than two stories.

b. Any proposed development shall respect the existing views and line

of site for existing buildings and neighboring properties by:

i. Sighting buildings to form defined outdoor spaces that blend

into the existing landscape.

ii. Cluster buildings around common open space to economize

use of the existing landscape.

c. Any proposed building or development shall reflect the guidelines

for building design and appearance as outlined in Section 2 of the

Varna Design Guidelines and Landscape Standards.

D] Streets and Parking

a. Any proposed development shall provide a clear circulation plan in

and around developments for pedestrians, automobiles, and cyclists

which includes:

i. A detailed map indicating:

1. Proposed roads and cyclist paths.

2. The connection of proposed roads to existing routes.

3. Circulation patterns including points of ingress and

egress.

4. The dimensions of any proposed roads.

5. The location of any proposed curbcuts on Route 366.

6. The location of proposed parking and number of

parking spaces.

b. On landforms and slopes, new roads should be carefully located to

preserve the existing topography.

c. Any proposed building or development shall reflect the guidelines for

parking as outlined in Section 1 of the Varna Design Guidelines and

Landscape Standards.

S E C T I O N 7 0 3 . H A M L E T O V E R L A Y S . The following Overlays are hereby established in accordance with the VCDP; V1, V2, and V3 as portrayed on Appendix E, Varna Hamlet Overlay

Map. Appendix A, Town of Dryden Zoning Map shall incorporate the map in Appendix E as an inset.

S E C T I O N 7 0 4 . H A M L E T O V E R L A Y S .

There shall be no minimum setback for those areas represented

by the overlay districts. However, as indicated on the map all

development must not inhibit the establishment of sidewalks,

especially along Route 366.

All buildings must be constructed to within 20 feet of the non-

roadway side of the build-to line, unless sufficient space is

available on the lot to accommodate more than one building. In

that case, 40% of buildings on site must be constructed at the

build-to line.

S E C T I O N 7 0 5 . U S E S .

The following Use Table applies to the Hamlet District,

specifically the overlays established in Section 70x. Hamlet

Overlays.

All permitted uses must comply, to the extent practicable, to all

applicable design guidelines, and must fulfill the design

standards. The Planning Department may not forward an

application, or sketch plan to the appropriate board without

first determining the extent to which the proposal does, or does

not, meet design guidelines and standards in writing. If no

board approval is required, no building permit shall be issued

without a determination of compliance with these regulations.

Allowed

Uses

Hamlet

Overlay V1 Overlay V2 Overlay V3

Agricultural Use P P P

Farmstand P P P

Artist Studio/Craft

Workshop

SPR SPR

Automotive Repair Garage SPR

Bed And Breakfast

Establishment

SPR SPR SPR

Boarding House SPR SPR SPR

Day Care Center SPR SPR

Gasoline Station SPR

General Office Building SPR SPR

Hotel/Motel SPR

Industry, Light SUP/SPR

Inn SPR SPR SPR

Nursery/ Greenhouse,

Retail

SPR SPR

Professional Office SPR SPR SPR

Restaurant SPR

Retail Business SPR

Retail shopping center/

plaza

SPR

Retreat/Conference Center SPR SPR

Service Business SPR

Theater SPR SPR

Bed and Breakfast, Home SPR SPR SPR

Congregate Care Facility SPR SPR

Day care home, Family SPR SPR SPR

Z O N I N G A M E N D M E N T

Allowed Uses Hamlet

Overlay V1

Hamlet

Overlay V2

Hamlet

Overlay V3

Day Care, Family Group SPR SPR SPR

Dwelling, accessory unit (See § 1311) SPR SPR SPR

Dwelling, multi-family SPR SUP SUP

Dwelling, single-family P P P

Dwelling, two-family SPR SPR SPR

Dwelling, upper-floor apartments SPR SPR SPR

Elder Cottages (see §1305) SPR SPR SPR

Home Occupation: Level 1 P P P

Home Occupation: Level 2 P SPR SPR

Manufactured Home

Manufactured Home Park PUD

Senior Housing SPR SPR SPR

Senior Care Facility SPR SPR

Workshop/Garage – Non-Commercial P P P

Educational Use SPR SPR

Library SPR SPR SUP

Lodge or Club SPR SPR SUP

Municipal Use SPR SPR SPR

Public Safety SPR SPR SPR

Public Utility SUP SUP SUP

Religious Institution SPR SPR SUP

Recreation, Active SPR SPR SPR

Recreation, Passive SPR SPR SPR

Recreation Facility, Amusement SPR SPR

Recreation Facility, Athletic SPR SPR

Note: uses not included on this list from the

overall code:

Adult Use, Ag. Related Ent.

Auto. Sales

Auto. Salvage

Auto. Towing

Campground

Car wash

Contractor’s yard

Drive thru facility

Industry Manuf.

Kennel,

Large scale retail,

Mining

Self storage

Warehouse

Cemetery

Recreation, motorized

D E N S I T Y

*Green Development

Bonus

(per acre)

**Redevelopment Bonus

(per acre)

PUD

(per acre)

Type of Housing V1

units per acre

V2

units per acre

V3

units per acre

2 1 See

Article X

Single Family Home 8 12 4

x x See

Article X

Duplex 4 6 4

x x See

Article X

Three Family Home

(Rental)

3 3 x

2 2 See

Article X

Townhouse 10 11 6

1 1 See

Article X

Condominium 10 10 6

2 3 See

Article X

Rental Apartments 6 4 2

2 2 See

Article X

Senior Housing 10 11

2 3 See

Article X

Mixed PUD PUD PUD

1 1 See

Article X

Rental– Other 4 4 2

Redevelopment:

Any rebuilding or rehabilitation of blighted, depressed, or deteriorated

properties irrespective of whether a change occurs in land use.

Green Development includes standards adopted from LEED

Neighborhood Development: Minimum building Energy Efficiency

Minimum building Water Efficiency

Construction Activity pollution prevention

Certified green buildings

Building Energy Efficiency

Water Efficiency

Water-Efficient Landscaping

Existing building reuse

Historic resource preservation and Adaptive Use

Heat island reduction

Solar orientation

On-Site renewable Energy Sources

District heating and Cooling

Infrastructure Energy Efficiency

Wastewater management

Recycled Content in infrastructure

Solid Waste management infrastructure

Light pollution reduction

Minimized site disturbance in design and construction.

Stormwater management

Transfer of Development Right

The town does not have a formal Transfer of Development Rights

policy, but if a developer submits a proposal to protect sensitive lands or

conservation lands within the hamlet district, such developer can ask the

town for an allowance.

Bulk and Area Regulation

As determined through approval process (SUP, SPR, PUD). Or absent

discretionary review according to article VI.

Planned Unit Development

Planned Unit Developments (PUD) shall be developed in accordance

with the provisions stated in Article X.