Ashokan Station Trailhead Final Report

A New Gateway to the Catskills: Ashokan Station Trailhead Planning and Design Ashokan, New York

Prepared by: Doug Serrill & Miranda Feldmann The Conway School / Spring 2016 Prepared for: New York City Department of Environmental Protection

CONTENTS 4

INTRODUCTION

8

CONTEXT An Unprecedented Water Supply / Water Supply Protection / Ulster County Regional Rail Trail Network / Ulster & Delaware Railroad Corridor / Land Cover / Community Connectivity

16

SITE ANALYSIS Regulatory Boundaries / Views / Slope / Hydrology & Soils / Contamination, Compaction & Construction Impact / Shade & Vegetation / Summary Analyses

26

PROPOSED DESIGNS Design Direction / Conceptual Designs / Design Schematic #1/ Design Schematic #2 / Final Design / Next Steps / Stormwater Management / Stormwater Drainage Plan / Grading Plan / Planting Plan / Plant List / Materials / Cost Estimate

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TRAILHEAD RECOMMENDATIONS

REFERENCES

INTRODUCTION

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

4

SITE ORIENTATION

The Ashokan Rail Trail (ART), a proposed 11.5 mile multi-use recreational trail, replaces a segment of the 38.6 mile Ulster and Delaware (U&D) Railroad line in Ulster County, New York. When built, the ART will join a larger network of regional rail trails, including the Catskill Mountain Rail Trail, Hudson Valley Rail Trail, Wallkill Valley Rail Trail, and O&W Rail Trail, and providing access to recreational and tourism opportunities from the Hudson River Valley through the Catskill Mountain region.

The ART will extend from Hurley to Boiceville along the northern side of the Ashokan Reservoir and will essentially run parallel to New York Route 28. Three main trailheads, situated at the eastern terminus, western terminus, and midway point in the hamlet of Ashokan, are planned to provide access with parking and ADA accessible bathroom facilities.

Construction began on the U&D railroad line in 1868 to provide rail access into the Catskill Mountains from its easternmost terminus in Rondout along the Hudson River. A twelve mile stretch of the rail line was relocated in 1911, along with a series of towns and villages, to accommodate the construction of the Ashokan Reservoir as a drinking water supply for the City of New York. At that time, the City of New York granted the U&D Railroad a perpetual easement on the rail corridor along the Ashokan Reservoir, known as the Ashokan Railroad Easement. In 1979, Ulster County acquired the 38.6 mile U&D rail line, including the Ashokan Railroad Easement. In

2014, Ulster County passed Resolution No. 275 that created a policy to develop a segmented “rail with trail” design along the U&D railroad corridor. This specifically stated that the Ashokan Railroad Easement would be a “trail only” section within the larger corridor. The following year the New York City Department of Environmental Protection (NYCDEP) and Ulster County entered into partnership to develop the Ashokan Rail Trail along the Ashokan Railroad Easement section. Through this agreement, NYCDEP assumes responsibility for development and maintenance of trailheads while the County is responsible for the development and maintenance of the rail trail.

NYCDEP retained the services of the Conway School to develop an ecologically-oriented site design for the Ashokan Station Trailhead in Ashokan and provide design recommendations for the other two trailheads. The Ashokan Station Trailhead is anticipated to provide automobile parking, bicycle racks, restroom facilities, and resting areas for rail trail users and others using the parking area and site amenities. The NYCDEP requested that the design include low-maintenance, native plantings and all stormwater runoff produced on site be captured and pretreated within the site.

Design recommendations for all three trailheads will explore parameters for native plantings, pervious materials, restroom facilities, and vehicular parking.

NEW YORK

Ulster County 0

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ULSTER COUNTY

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ASHOKAN STATION TRAILHEAD

BOICEVILLE

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WEST HURLEY

TOWN OF OLIVE

ASHOKAN RAIL TRAIL

0 Figure 1. Project site orientation.

Not for construction. Part of a student project and not based on a legal survey.

V RESER OIR

5 Miles

GOALS AND PROCESS

GUIDING INFLUENCES

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Along with the core design requests of NYCDEP, the stakeholders expressed interest in developing a trailhead that evokes a sense

Guiding Influences The client requests and information gathered from the stakeholders led to the formation of five guiding influences that inform site analysis and schematic designs.

E ACC

A second stakeholder meeting, held on June 8, 2016 incorporated feedback from different divisions within the DEP including Land Stewardship, Community Planning, Operations, Forestry, and Recreational Programming.

The Ashokan Station Trailhead presents the opportunity to connect local users and tourists to the importance of environmental stewardship by showcasing stormwater management, demonstrating use of lowmaintenance native flora, and providing spaces to pause in the transition between parking and trail and experience a greater immersion in the natural world.

EC DEV ONO ELO MIC PM ENT

Stakeholder Input In addition to eliciting the client’s requests, the Conway School Team met with 12 stakeholders of the Ashokan Rail Trail on May 4, 2016 to gather additional information, past studies, and the goals and visions of the stakeholders and their organizations (Figure 2).

of place, connects users to the ecology of the region, and provides a welcoming and inspiring aesthetic (Figure 4). Several attendees stated that the rail trail will be “the new gateway to the Catskills”.

STAKEHOLDERS

5

CLIENT

RAIL TRAIL

Ulster County

AGENCIES & NON-PROFITS National Park Service

Catskill Mountainkeeper

Catskills Mountain Railroad

Friends of the Catskill Mountain Rail Trail

NYS Dept. of Environmental Conservation

Woodstock Land Conservancy

ADDITIONAL STAKEHOLDERS Hunters & Fishermen on Reservoir Lands

Local Residents & Businesses

New Yorkers who Depend on the Water Supply

Rail Trail Users & Tourists

Figure 2. Stakeholders of the Rail Trail project

and the development of the Ashokan Station Trailhead.

CULTURAL

Figure 3. The guiding influences of stakeholders’ and client requests.

Not for construction. Part of a student project and not based on a legal survey.

INTRODUCTION

Client Requests The New York City Department of Environmental Protection (NYCDEP) requested the following goals for the design of the Ashokan Station Trailhead: • Design a trailhead that is universally accessible for all users.

• Design a parking lot and review ingress and egress options for efficient and safe access.

• Locate public amenities including ADA accessible restrooms, seating, bicycle racks, and interpretive signs.

• Incorporate current stormwater management practices to provide pretreatment for all surface runoff from newly constructed impervious areas.

• Design low-maintenance, aesthetically pleasing planting areas with native flora.

ASHOKAN TRAILHEAD DESIGN

6

Ashokan Trailhead

Ashokan

Res

Figure 4. Map of the Ashokan Railroad Easement and the proposed Ashokan Station Trailhead location.

Not for construction. Part of a student project and not based on a legal survey.

r

oi v r e

7

This section explores the historical, environmental, and cultural context of the Ashokan Station Trailhead site.

The final design should acknowledge the surrounding context and build on existing relationships within the community and surrounding area.

Not for construction. Part of a student project and not based on a legal survey.

INTRODUCTION

context

AN UNPRECEDENTED WATER SUPPLY As early as 1842, New York City sourced drinking water for the city’s expanding population from upstate New York. The creation of the water supply permanently altered the landscape of communities within the path of the reservoirs, aqueducts, and tunnels constructed for the water supply (Figure 5). By 1964 three upstate reservoir systems were complete, including reservoirs in the Croton Watershed on the east side of the Hudson River and the Delaware and Catskills Watersheds on the west side (Figure 7). Today, the entire NYC Water Supply System provides nearly half the population of New York State with high-quality drinking water, including over nine million residents, tourists, and commuters in NYC and one million people living in Westchester, Putnam, Ulster, and Orange Counties. The system is one of the

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

8

largest unfiltered drinking water supplies in the world.

Figure 5. Construction of the Ashokan Reservoir in 1909, showing the upstream portion of the Olive Bridge dam. A temporary opening allowed the Esopus creek to flow through.

The combination of the reservoirs in the Delaware/Catskills watersheds are currently responsible for 90% of New York City’s water. The Ashokan Reservoir was created by impounding Esopus Creek. Located at the bottom of the Catskills Watershed, the Ashokan Reservoir serves as the last stop above ground before the water enters the 92-mile long Catskills aqueduct (Figure 6) and continues its journey to NYC. Therefore the proposed Ashokan trailhead, located in the Catskills Watershed just north of the Ashokan Reservoir, is in a critical location within the water supply.

Figure 6. The immense scale of the project is shown in this photo of the Catskill Aqueduct Headworks in 1913. Located in the center is a three foot tall drain.

Not for construction. Part of a student project and not based on a legal survey.

WATER SUPPLY PROTECTION Along with the need for water quality protection, the NYCDEP strives to balance the need to provide recreation access to public lands within the watersheds. Currently hunting and fishing access is by permit only. The Ashokan Rail Trail enables the DEP to greatly expand recreational opportunities within DEP owned lands.

Tasked to develop the three trailheads for the rail trail, the DEP can model best practices in land management and educate the public about the water supply and the crucial role and sacrifice of Catskills communities in the water supply’s development.

SCHOHARIE RESERVOIR

CATSKILLS AQUADUCT

HUDSON RIVER

ESOPUS CREEK

ASHOKAN RESERVOIR

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Watersheds Catskills Watershed Delaware Watershed Croton Watershed Service Layer Credits:

NYC 0

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Service Layer Credits:

Figure 7. The New York City Water Supply is sourced from three watersheds, the Croton, Delaware and the Catskills, in upstate New York.

The project is located within the Catskills Watershed.

Not for construction. Part of a student project and not based on a legal survey.

9 CONTEXT

The protection of the water supply is imperative to the millions of people who rely on it daily. The key strategies employed by NYCDEP in the upstate region to maintain high quality drinking water that does not require filtration include watershed protection and pollution prevention.

ULSTER COUNTY REGIONAL RAIL TRAIL NETWORK Ulster County currently has more than 33 miles of multi-use, recreational rail trails throughout the Hudson Valley. The proposed Ashokan Rail Trail and the larger, proposed Catskill Mountain Rail Trail, will more than double the amount of multi-use recreational trail systems throughout

Ulster County and connect the Catskill Mountains to the Hudson Valley. The Ashokan Rail Trail is the first section proposed for construction within the Catskill Mountain Rail Trail and will be a “trail only” rail trail, though there are two sections in Kingston and in Arkville

proposed as “rail with trail” sections.

An economic and fiscal impact analysis of the Catskill Mountain Rail Trail conducted in June 2013 predicts that the Rail Trail will bring upwards of 140,000 visitors a year. This would provide many opportunities to increase economic development throughout the region.

ASHOKAN RAIL TRAIL (PROPOSED) • 11.5 MILES • TRAIL ONLY SEGMENT

CATSKILL MOUNTAINS

WALLKILL VALLEY RAIL TRAIL • 22 MILES • NATIONAL PARK SERVICE NATIONAL RECREATIONAL TRAIL • TRAIL ONLY

V A L L E Y

CATSKILL MOUNTAIN RAIL TRAIL (PROPOSED) • 38.6 MILES • “RAIL WITH TRAIL” SECTIONS

H U D S O N

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

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O&W RAIL TRAIL/D&H CANAL CORRIDOR • 7.5 MILES • 3 SECTIONS • TRAIL ONLY

0

HUDSON VALLEY RAIL TRAIL • 3.6 MILES • CONNECTS TO WALKWAY OVER THE HUDSON • TRAIL ONLY

10 Miles

Figure 8. Existing and proposed rails to trails projects in Ulster County.

Not for construction. Part of a student project and not based on a legal survey.

ULSTER & DELAWARE RAILROAD CORRIDOR

In 1905, the New York state legislature passed laws allowing the City of New York to build dams and reservoirs in the Catskill Mountains to increase the water supply for the City of

New York. The construction of the Ashokan Reservoir, which started in 1907, required that an 11.5 mile section of the U&D rail line be relocated, along with a series of towns, villages, and cemeteries. The City of New York granted a perpetual easement to the U&D Railroad for this section of railroad. In June of 1913, the new, passenger only, Ashokan Rail Station opened.

According to the Rail to Trails Conservancy, railroad use in the United States peaked in 1916 with nearly 275,000 miles of railroad tracks crossing the U.S. For the remainder of the twentieth century, railroad use declined dramatically throughout the U.S.,

and concurrently in Ulster County. After the rail line exchanged ownership several times, Ulster County purchased the 38.6 mile section that runs through the County with the goal of developing steam train tourism operations in the Catskills.

The Ulster & Delaware Railroad corridor has a long history of providing connectivity between people and the outdoor environment of the Catskill Mountains. As priorities change, the rail trail corridor will provide healthy recreational activities for the regional community.

2016

2014

Conway School hired to design Ashokan Rail Trail Trailhead

Resolution No. 275 38.6 mile corridor designated “rail with trail”

1913

Ashokan Easement “rail trail only”

“Ashokan Railroad Easement” & Construction of the Ashokan Reservoir

2015

Ulster County and NYC DEP partner

1868

Railroad construction begins

1979

Ulster County acquires U & D rail corridor

Figure 9. Timeline of the Ulster and Delaware Railroad within Ulster County.

Not for construction. Part of a student project and not based on a legal survey.

11 CONTEXT

The Ulster and Delaware Railroad Company, founded in 1866, began construction in 1868 of the Ulster and Delaware Railroad line to connect Kingston Point, along the Hudson River, to Oneonta, New York, just over 107 miles in total. Advertised as “the only all-rail route to the Catskill Mountains”, the U&D Railroad’s goal was to provide connectivity between New York City and the Hudson River to the Catskill Mountains for passengers and goods.

LAND COVER

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

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The proposed trailhead is located within a large parcel (8,000+ acres) owned by NYCDEP that surrounds the western half of the reservoir within the Town of Olive and is zoned Residential Conservation to act as a reservoir buffer. Mature deciduous and evergreen forests cover the lands north of the Ashokan Reservoir with very few pockets of early successional forest present.

D

U&

Several creeks flow south and west from the slopes of the Ticetonyk, Little Tonshi and Tonshi Mountains located north of site.

Wetlands form in shallower grades throughout these slopes to the north and south of the project site.

Commercial and residential development have primarily formed along Route 28, which results in high volumes of traffic along the highway.

In 2009, the daily car count on this section of Route 28 was 9,285 (New York State Department of Transportation). The level of traffic could indicate that the site will be visible to a large number of prospective rail trail visitors.

Any land development activities on the south side of Route 28 should make an effort to reduce impacts to water quality downstream to the greatest extent possible.

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Figure 10. Land use cover surrounding Route 28 the proposed Ashokan

Station Trailhead.

Parcel Boundary Streams

Route 28

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Legend

Deciduous and Evergreen ForestWater flow Development

Wetlands Parcel Boundary

Streams

3,000 Feet

Early Successional

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Rural Development

Ashokan Station Trailhead

Route 28 28 NYCDEP Parcel Boundary Parcel Boundary

Development

Streams Deciduous and Evergreen EvergreenForest Forest Deciduous and

Wetlands

Development Development Wetlands Wetlands

Early Successional Not for construction. Part of a student project and not based on a legal survey.

Early Succession Successional

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COMMUNITY CONNECTIVITY 13

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Figure 11. The proposed Trailhead is located just east of the commercial center of Shokan and

across the street from residential properties.

The Ashokan Station Trailhead is located within the Hamlet of Shokan, and Shokan’s commercial center is just west of the site. A small section of sidewalk exists for pedestrian movement, but it ends approximately 1/10 mile from the Trailhead. The road adjacent to the site is not pedestrian friendly because it is a busy highway and currently there is no safe place to walk. Approximately 28% of the traffic on Route 28 is trucks and buses, and the

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busiest traffic times (9am and 5pm) see between 640-780 cars per hour. In addition, the speed limit rises from 45 mph to 55 mph in front of the trailhead site after exiting the commercial center of Shokan.

Reducing the speed limit east of the trailhead may improve pedestrian safety along Route 28, and safety for cars entering and exiting the site.

Creating a safe pedestrian access route from

RESERVOIR BUFFER

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250

500 Feet

the trailhead to Shokan businesses may offer economic benefits to the community and give trail users additional opportunities to explore the region. Shokan businesses could be enlisted to help identify additional parking options in the event that there is a need for overflow parking from the trailhead.

Not for construction. Part of a student project and not based on a legal survey.

CONTEXT

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RESIDENTIAL

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

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Figure 12. Looking northeast across the relocated railroad tracks toward the new Ashokan Rail Station and relocated Route 28. October 23, 1915.

Not for construction. Part of a student project and not based on a legal survey.

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This section explores the existing conditions at the proposed Ashokan Station Trailhead site. Assets and constraints are identified that need to be addressed in design.

Not for construction. Part of a student project and not based on a legal survey.

SITE ANALYSIS

site analysis

REGULATORY BOUNDARIES The client selected the proposed trailhead location for this project because of its close proximity to New York Route 28, its status as a previously disturbed site, and its distance from the Ashokan Reservoir. At a 1/2 mile distance from the Reservoir, the site is one of the farthest points on the railroad easement from the Reservoir, which means that construction at the site will have less impact on the water supply than closer locations. The site has high visibility from Route 28 and is expected to be a popular location to access the proposed Ashokan Rail Trail.

The “Limit of Work” area includes 1.5 acres, measuring 650 feet long and 100 feet wide.

It is bounded on the north by the highway right-of-way and the utility poles that sit just at the southern edge of that right-of-way. An unnamed stream to the west of the project area has a 100 foot wide buffer in accordance with the Watershed Regulations, which prohibit new impervious surfaces within 100 feet of watercourses or wetlands (City of New York, 2010).

To the south, the trail corridor bounds the project area. The rail trail is proposed to be 22 feet wide, which includes a 12-foot wide travel lane and a clear area of five feet on both sides of the trail. Per Ulster County officials, the five foot clear area may be incorporated into the trailhead design.

The site currently includes access roads for DEP staff and for hunters and anglers who hold DEP Access Permits. The eastern DEP access road needs to be maintained as part of the design, but the western access road may be removed due to infrequent use.

Several existing culverts are situated at the edges of the site. One set of culverts directs the stream on the west side of the site. Another set on the east side of the site appears to direct water from the highway or Mountain Road. The water from the eastern culverts has caused issues with stabilization of the DEP access road farther south of the project site. The culverts also restrict the area available for a design.

100’ CREEK BUFFER Ro ad (N N YC DEP) YC DEP)

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

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Thick vegetation nearly conceals a stone foundation located in the middle portion of the site. No electricity or drinking water is available on site, and there are no plans to provide these at the trailhead at this time.

ACCE S S R

Legend

Limit of Work Area

Stream

Stream buffer

Utility Pole

Culvert

Not for construction. Part of a student project and not based on a legal survey.

ss ce cA D A O

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AIN UNT MO

17 SITE ANALYSIS

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60’ HIGHWAY R.O.W. (NYS DOT)

ESS ACC

ASHOKAN TRAILHEAD (NYCDEP)

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STONE FOUNDATION

CD NY

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)

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FORMER TOOL HOUSE

22’ WIDE PROPOSED RAIL TRAIL

ULSTER & DELAWARE RAILROAD CORRIDOR (ULSTER COUNTY)

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Figure 13. Existing regulatory boundaries and proposed limit of work area for the Ashokan Station Trailhead design.

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Not for construction. Part of a student project and not based on a legal survey.

200 Feet

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VIEWS

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

18

From Route 28, passersby see a clearing with railroad infrastructure including a former tool house building (Figure 14). There is little visual barrier between the site and the highway or the residential properties across Route 28 (Figure 15 & Figure 16).

As the highway receives relatively high vehicle counts, landscaping could enhance curb appeal and offer an attractive and welcoming entrance for potential visitors. In addition, visual screening could provide a sense of privacy for residents across the highway and for visitors of the proposed trailhead.

Legend to Views

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28

B

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TOOL HOUSE

Figure 14. View from Point A, facing east across the site.

TOOL HOUSE

EASTERN DEP ACCESS ROAD

WESTERN DEP ACCESS ROAD Figure 15. View from Point B, facing northeast across the site.

Figure 16. View from Point C, facing west across the site.

Not for construction. Part of a student project and not based on a legal survey.

200 Feet

[

SLOPE Gently sloping topography is ideal for siting picnic tables and pathways and meeting ADA requirements, while the steeper slopes along the highway direct road runoff onto the site.

19 SITE ANALYSIS

The limit of work area is relatively flat; over half of the site is less than 2% slope and an additional 27% of the site varies between 2-5% slope. The north and west edges of the project area and south of the railroad corridor have slopes exceeding 10%.

A’

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TOOL HOUSE

A

Legend

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Limit of Work Area

Slope

<2% Slope (57% of area)

2-5% Slope (27% of area)

0

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[

5-10% Slope Width of Limit of Work Area = 100’

>10% Slope

A Figure 17. The limit of work area is predominantly low sloping with 84% of the area at 5% slope or less.

Not for construction. Part of a student project and not based on a legal survey.

A’

HYDROLOGY & SOILS

660

Based on these soil characteristics and the topography, bioretention is likely more feasible on the east side of the property compared to the west side. However, percolation testing will be necessary to determine actual infiltration.

674

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

Castile soils have a high water table at less than 24 inches.

3

In the vicinity of the site, the Natural Resources Conservation Service (NRCS) identified two soil types with varying degrees of infiltration.

Valois soils are very bouldery and moderately well-drained in hydrologic soil group B. These soils have a low water table at over 80 inches deep. Castile soils contain gravelly silt loam and can fall under hydrologic classes A-D, which range from well-draining to poorly-draining.

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No standing water or evidence of ponding water was found during site visits on April 19 or May 26, 2016 suggesting that when water runs off the highway it either infiltrates into the soil or flows across the site. The water mainly flows in a southerly direction, and to a lesser extent from east to west with water sheet flowing into the creek on the southwest side of the project site (Figure 18).

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652 0-3% slope Castile <24 inches65to 1 water table,

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Valois >80 inches to water table, 3-8% slope

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651

657

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Figure 18. Water moves across the site in a southerly direction and from east to west. Two types of soils provide differing levels of infiltration.

0

Not for construction. Part of a student project and not based on a legal survey.

100

200 Feet

[

CONTAMINATION, COMPACTION, AND CONSTRUCTION IMPACT

The soils are likely heavily compacted due to past use and current use as an access point for DEP staff and recreational hunters and anglers.

More recently, Catskill Mountain Railroad volunteers used the site to access the railroad easement for repairs. Two DEP access roads and an informal road through the middle of the site (Figure 21) contribute to soil compaction.

Moist pockets of vegetation could also suggest soil compaction, or be indicative of areas with poor infiltration (Figure 22). A wetland specialist should examine these areas and verify their status.

Lastly, the buried stone foundation located west of the eastern DEP access road could further complicate development of the site (Figure 23). The foundationâ&#x20AC;&#x2122;s origins are unclear, and the sediment and vegetation covering

21 SITE ANALYSIS

The proposed Ashokan Station Trailhead site contains a former train station with a sidetrack, therefore lubricants and chemicals used for repair work may still be present on the property. The site has decomposing rail ties (Figure 19) and served as a staging area for utility poles (Figure 20). Contamination assessments are planned as part of the rail trail conversion, both within the railroad easement and at the trailheads. Factors at the Ashokan trailhead site could contribute to higher levels of contamination at this location versus other areas of the rail trail.

Figure 19. The rail ties on site are in an advanced stage of deterioration.

Figure 20. Piled utility poles can leach chemicals and compact soils on the site.

Figure 21. Vehicles further compact soil on this informal road in the middle of the site.

Figure 22. An isolated patch of wetland indicator species could indicate compacted soils or a high water table.

the stone work make it difficult to determine the full size and depth of the stonework. The foundation needs excavation to some degree to accommodate regrading of the site. Excavated stonework presents an opportunity for reuse on site.

MARKERS

Figure 23. Remnants of a mossy stone foundation are flagged by two small markers.

Not for construction. Part of a student project and not based on a legal survey.

SHADE & VEGETATION

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

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Despite concerns about soil contamination and infiltration, a blend of native and invasive vegetation thrives on the cleared site. While there are few mature trees, a variety of tree saplings (including larch, pin oak, red oak, Scotch pine, and white pine) are colonizing the proposed trailhead (Figure 24).

Throughout the year a mixed deciduous-conifer forest along the southern edge of the site

provides shade in the morning and midday. The grove of trees near the creek on the west of the site and existing individual trees provide the only source of afternoon shade.

Existing mature trees shade areas directly adjacent to them, but the majority of the site remains exposed to sun for the entire day.

Currently, the southwest corner of the site receives the most shade.

While the amount of sun exposure presents an opportunity for solar power, the hot conditions created by the lack of shade could make the site undesirable for visitors. Designing a mix of shady and sunny resting areas will maximize visitorsâ&#x20AC;&#x2122; comfort.

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Sunny Shady Legend

0

100

200 Feet

Limit of Work Area

Shade at Time of Day

8 AM

Noon

Figure 24. Large conifer saplings on the site.

4 PM Figure 25. The forest to the south of the site provides shade in morning and early afternoon, but the majority of the project site is in sun during late afternoon.

Not for construction. Part of a student project and not based on a legal survey.

SUMMARY ANALYSES The proposed site for the Ashokan trailhead has a variety of assets (Figure 26) that the design can preserve and enhance to position the trailhead as a “Gateway to the Catskills”. Existing constraints physically and logistically limit the space for the trailhead (Figure 27). The main challenge is to balance functional needs for parking and stormwater management with the desires for cultural connectivity and sense of place on a narrow 1.5 acre site.

P DE

Sunny

ss

ce

Ac Ro ad

H i st o r y

SHADESHADESHADE Figure 26. Site assets include a variety of features that can be embraced in a trailhead design (not to scale).

Utilities

HOT Narrow Site

ss

cce PA DE

Stream Buffer

Highway Right of Way

ad

Ro

Railroad Easement Figure 27. Site constraints include restrictions that must be considered for a design (not to scale).

Site assets include the following: Proximity to Route 28 makes access easy for both visitors and DEP staff, and high visibility suggests that the trailhead will be easy to find and popular among locals and tourists alike.

As a former train station, the site’s cultural ties to railroad history can be celebrated in the design.

Gently sloping land lends itself well to siting amenities, laying out pathways, and complying with ADA standards.

Areas of well-draining soils could allow for managing stormwater on-site.

Sunny and shady areas can be used to offer a variety of spaces for visitors.

Site constraints include the following: Route 28 provides vehicular access, but not safe pedestrian access from the hamlet of Shokan.

The highway right-of-way, utility poles, stream buffer, DEP access road and culverts physically limit the amount of space available for parking and amenities.

Year-round sun exposure extends for several hours a day, which could affect visitor comfort during the hot summer months.

There is no drinking water or electricity on the site.

Area is currently used by DEP and recreational permit holders (hunters and fisherman) which may lead to user conflicts.

Not for construction. Part of a student project and not based on a legal survey.

SITE ANALYSIS

Easy access to and high visibility from the highway

23

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

24

Figure 28. Current view of the site with railroad equipment from the Catskills Mountain

Railroad along the railroad easement.

Not for construction. Part of a student project and not based on a legal survey.

25

This section synthesizes client and stakeholder feedback, and site analysis and context of the proposed trailhead to inform the design direction. The chapter explores the functional aspects of the site and details the proposed design elements for the future Ashokan Station.

Not for construction. Part of a student project and not based on a legal survey.

PROPOSED DESIGNS

proposed designs

DESIGN DIRECTION: PROGRAM

1) Create a welcoming and safe experience for visitors arriving by vehicle or via rail trail. The site must: Offer accessibility to people of different ability levels.

Provide movement and landing areas of sufficient size to accommodate a variety of user types including families, pedestrians, bicyclists, people with disabilities, and people walking their dogs.

Allow for intuitive wayfinding for different user groups, and situate amenities in a easy to find, central location.

Maintain existing access for DEP staff and for recreational permit holders.

Goal Statement: To create a welcoming trailhead that will provide an inviting gateway experience for visitors to the Ashokan rail trail, enhance the ecological services provided by the site, and promote economic development in the region. The site will serve as a model for best management practices in terms of native plantings, stormwater management, and accessibility of outdoor recreation.

O SEN FP S LA E C E

O

EC

2) Maximize the number of parking spaces within site constraints and allow sufficient space for amenities and circulation without compromising the user experience.

3) Integrate amenities that reflect local culture. The site amenities must include restrooms, picnic tables, seating, bicycle racks, kiosks and interpretive signs. These elements can: Evoke a sense of place by tying into unique qualities of the Catskills region in terms of ecology, railroad culture, development of the NYC drinking water supply, or the local music and arts community.

LE

ESSIB

4) Design a low-maintenance landscape that is both functional and inspiring. The landscape should: Highlight native plantings that thrive with little maintenance and provide ecological functions.

Offer a variety of sunny and shady options for picnicking, walking, and sitting.

Ensure that the site is attractive, inviting, and visible from the highway.

Integrate best practices in stormwater management and use the site as a model for protection of the drinking water supply in capture and pretreatment of stormwater before it is released from the site.

LO

L

A

IC

G

EC DEV ONO ELO MIC PM ENT

The client’s requests, feedback from stakeholders, and site analysis of existing conditions influenced the development of the following program for the Ashokan Station Trailhead. Each of the four program elements reflect the goal statement and one or more of the five guiding influences (Figure 29).

ACC

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

26

CULTURAL

Figure 29. The guiding influences are reflected in the goal statement and the four program elements.

Not for construction. Part of a student project and not based on a legal survey.

DESIGN DIRECTION: PARKING LOT TYPOLOGIES

The safest location for traffic exiting the site is the current eastern DEP access road. The proposed design suggests a slight realignment of the access road with Mountain Road across Route 28 to offer the best sight lines for exiting vehicles. The following options use this egress point in assessing the best parking lot design.

A single combined ingress and egress point could result in a bottle neck during high season (Figure 30). Additionally, two-way traffic offering perpendicular parking consumes significant area with little gain in the number of parking spaces.

A one-way looped parking lot with three parking bays and a single ingress/egress point (Figure 31) relegates all amenities and bioretention of stormwater to the western portion of the site. It also makes it difficult to position ADA parking spaces close to amenities.

A separate entrance and exit offers the best option for easy access, and one-way traffic flow from west to east with angled parking best meets the stated design criteria. Angled stalls are easier for drivers to turn into and back out of and one-way flow reduces the travel lane width. (Figure 32).

DEP staff will still need to enter the site at the exit point of the parking lot, therefore the throat of the egress should be widened and signs and striping should be installed to signify DEP access only and deter visitors from entering. DEP vehicles mostly access the site on weekdays; there should be little to no conflict with high visitor volumes expected on

weekends. The one-way angled stall parking lot reduces the parking lot footprint while maximizing the number of parking spaces and the area for amenities and bioretention. This last option is incorporated into the design options that follow.

Figure 30. A two-way traffic flow could cause a bottleneck at the combined entrance/exit point.

Figure 31. A one-way looped parking lot constrains integration of amenities and bioretention and relegates them to the west side of the site.

Figure 32. A one-way parking lot with angled parking met the criteria to maximize parking while still providing a welcoming and safe user experience.

Not for construction. Part of a student project and not based on a legal survey.

27 PROPOSED DESIGNS

An efficient parking lot allows visitors to enter, park, and exit easily and safely. In addition to this criteria, the site design for the Ashokan Station Trailhead must capture all of the stormwater generated by the parking lot.

DESIGN DIRECTION: FUNCTION DIAGRAM The function diagram shown below synthesizes the core features and relationships between these features, in an effort to apply the program to the site (Figure 33). The function diagram integrates the parking layout presented on the previous page and maintains the existing eastern DEP access road and the 100 foot buffer for the creek.

The site must meet ADA compliance in terms of appropriate pathway materials, number and configuration of parking spaces, and design of amenities. ADA parking should be located in close proximity to restrooms. To accommodate

wheelchair access and people walking side-byside, pathways should be a minimum of five feet wide.

the areas between the highway and parking lot, and the parking lot and rail trail, should include plantings that offer a visual buffer.

Best management practices for treatment of stormwater runoff call for siting bioretention areas close to where runoff is produced or enters the site. Those locations are adjacent to the parking lot and pathways.

The two conceptual designs on the next page further refine the functional layout of five design elements which include: parking, restrooms, picnic tables and seating, plantings, and interpretive signs.

Existing mature shade trees should be maintained where possible and additional trees added to increase shade on the parking lot as well as picnic and seating areas. Additionally,

MTN RD.

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

28

BIORETENTION

100â&#x20AC;&#x2122; STREAM BUFFER

STORMWATER RUNOFF BIORETENTION

PARKING ADA SPACES

RAIL TRAIL

ADDITIONAL AMENITIES

RESTROOMS

Figure 33. The function diagram identifies the core features of the proposed trailhead design.

Not for construction. Part of a student project and not based on a legal survey.

ADDITIONAL AMENITIES

DEP A

CCES

S

CONCEPTUAL DESIGN #1: THE TRAIL STATION 29

28

4

PROPOSED DESIGNS

Inspired by the historic Ashokan train station that occupied the site for over 50 years, design elements are situated in a linear fashion for the Trail Station concept. The restroom and picnic tables are clustered and easy for visitors to find. Visitor circulation is parallel and perpendicular; two straight paths cross over the planted bioretention area to connect parking and the trail. Details for the Trail Station can be found on pages 30-31.

1 5

3

2

PICNIC TABLES

MULTI-USE RAIL TRAIL

CONCEPTUAL DESIGN #2: THE WOODLAND WALK The peaks of the Catskill Mountains influence the sinuous layout of the Woodland Walk.

Visitors exit the parking lot or rail trail and are immersed in nature.

Visitors seek out picnic tables separated from the restroom by plantings. Visitor circulation is more circuitous and encourages people to explore the different areas of the trailhead and find a space that fits their needs. Details for the Woodland Walk are on pages 32-33.

0

28

3

PICNIC TABLES MULTI-USE RAIL TRAIL

PEDESTRIAN CIRCULATION VEHICLE CIRCULATION

200 Feet

[

1

4

Legend

100

1

PARKING LOT

2

2

5

3 RESTROOMS

PICNIC TABLES & SEATING

0 Not for construction. Part of a student project and not based on a legal survey.

4

PLANTINGS

100

5

INTERPRETIVE SIGNS

200 Feet

[

BUFFER TREES AND MEADOW

the ways, cade30 use.

DESIGN SCHEMATIC #1: THE TRAIL STATION HIGHWAY RUNOFF

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

an ng triking

4

6

25

1

MEADOW

es nd ed. ing rees. ed un-off ough ow is e trail. ws and

ld

A’

28

25

7 RAIL TRAIL

MEADOW

INTERPRETIVE SIGNS

PICNIC TABLES

ADA

2

BICYCLE RACKS

A

5

3

BENCHES

A LEVEL SPREADER

0

N

0’

100 Feet

100’

The Trail Station evokes the history of the rail line by incorporating linear pathways, a station landing, and a restroom facade reminiscent of the former station house. Trail users arrive from either direction to a shaded row of seating (Figure 34), while those arriving by car can use a sidewalk adjacent to the parking lot to connect to the rail trail. The view fromA’ Route 28 offers a striking display of fall foliage.

Core Elements

Figure 34. Eastside Arrival to the Trail Station offers visitors shaded trailside seating.

1

A one-way parking lot with angled parking contains 50 spaces. Four planted islands distributed throughout the lot to break up the hardscape and guide parking.

2

Restroom facilities, picnic tables, and bicycle parking are centrally located along the trail and visible from the parking lot entrance.

Not for construction. Part of a student project and not based on a legal survey.

3 The trail widens to provide bench seating area under shade tree canopy.

A berm installed along Route 28 diverts highway runoff from entering the site and directs it through a culvert toward the creek.

5

Stormwater runoff from new impervious area is captured through two bioretention areas, and overflow is channeled into one culvert under the trail to a level spreader.

6

A row of trees buffers residential views and provides a striking fall foliage display that highlights the trailhead.

7

A meadow offers open views, a wild aesthetic, and pollinator habitat.

PROPOSED DESIGNS

4

31

0 Legend

0.5

1

2 Miles

[

Service Layer Credits:

Figure 35. The design of the kiosk and bike rack evoke siteâ&#x20AC;&#x2122;s history as a rail station.

6

4 3 A

BIORETENTION

Figure 36. The cross-section for the Trail Station shows the berm (#4) that will divert highway runoff from entering the site.

Aâ&#x20AC;&#x2122;

Figure 37. The former Ashokan rail station provided inspiration for the Trail Station design.

Not for construction. Part of a student project and not based on a legal survey.

ALK: SHADE TREES

ces ted d

cilities

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

ors ough c area 32 s. and d

an run off. hrough w is trail.

DESIGN SCHEMATIC #2: THE WOODLAND WALK

A’

28

HIGHWAY RUNOFF

5

7

28

1

2 24

PICNIC TABLES

4

ADA

BENCHES

RESTROOM

3

LEVEL SPREADER

RAIL TRAIL

INTERPRETIVE SIGNS

BICYCLE RACKS

6

A

LEVEL SPREADER

8

0

N

0’

100 Feet 100’

The Woodland Walk connects visitors to the local ecology of the site through integration of pathways and the picnic area into the planted bioretention areas. Trail users arrive to shaded seating and can immediately cross into the wooded corridor towards the parking area.

ews and g area.

corridor

WOODED MEADOW NORTHAMPTON, MA

A

Figure 38. A bicyclist arriving from the east passes a variety of pathways and seating areas before arriving at the restroom and bicycle racks.

Core Elements

A’

1

A one-way parking lot offers 52 angled spaces and 6 planted islands to break up the paved area and provide more shade.

2

The restroom facilities are centrally located and more prominent in the parking lot with a bump-out landing.

3

Bicycle parking and information kiosk are centrally located.

4 Picnic tables are separated from restroom facilities and closer to the wooded meadow.

Not for construction. Part of a student project and not based on a legal survey.

The northern bioretention area along the highway captures road and parking lot runoff.

6

Three bioretention areas capture stormwater runoff and overflow is channeled into two culverts under the rail trail.

7

A row of trees along the northern edge of the parking lot buffers residential views and offers increased shade to parked cars and visitors.

8

Additional shade trees provide cover to the southern bioretention area and the interpretive signs.

Design Refinement Based on feedback from the second stakeholder meeting, and from landscape professionals working in the field, in terms of maintenance the two options were relatively comparable. As far as a welcoming setting, the Woodland Walk was the preferred choice.

Feedback focused on the user experience to maximize areas for people to interact with the site and to enjoy resting areas away from the parking lot. People also expressed interest in a meandering path close to the picnic tables, a childrenâ&#x20AC;&#x2122;s play area, and an area for adult fitness equipment. These ideas suggest a desire to distribute a variety of amenities throughout the site. While all of these ideas were not incorporated into the final design that follows, they influenced the final design.

33 PROPOSED DESIGNS

5

Figure 39. A shed roof restroom and a weathered steel kiosk offer a combination of modern and industrial style to the amenities.

2 A

BIORETENTION

Figure 40. The bathroom is clearly visible from the parking lot in this cross-section of The Woodland Walk.

Not for construction. Part of a student project and not based on a legal survey.

Aâ&#x20AC;&#x2122;

FINAL DESIGN: THE ASHOKAN GATEWAY

28

34 ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

ONE-WAY ENTRANCE

NYS DOT R.O.W.

12

12

28 1

24

ADA

RESTROOM

5

10

KIOSK

8 3

PICNIC TABLES

RAIL TRAIL R.O.W

INTERPRETIVE SIGNS

RAIL TRAIL

LEVEL SPREADER

The final design, called the Ashokan Gateway, offers visitors a welcoming arrival to the Ashokan Rail Trail and an opportunity to explore and learn about the regional history, local ecology, and the importance of water quality protection.

1

Visitors arrive by car into a one-way parking lot with 52 spaces, including four ADA accessible spaces directly adjacent to

the restroom, information kiosk, and picnic table.

2

Four additional spaces are available for permit holding vehicles on the east side.

3

From the west, trail users arrive to a wooded meadow, bench seating, and picnic tables overlooking the meadow with interpretive signs describing the site.

4

From the east, trail users arrive to a picnic table, bench seating and a sinuous path with interpretive signs that connects to the parking lot and restroom.

5 One kiosk is prominently positioned west of the restroom with trail maps, and local community information.

6

The restroom, with two ADA vault toilets, bumps out into the parking lot to slow

Not for construction. Part of a student project and not based on a legal survey.

6

35 CATCH BASIN

ONE-WAY EXIT

PROPOSED DESIGNS

UTILITY POLES

9 2

12 COVERED BICYCLE RACKS

FOOT BRIDGE

13

8 10

BENCHES

INTERPRETIVE SIGNS

LEVEL SPREADER

traffic and increase visibility from the road and parking lot.

7

RM PA IT HO RK DE INGLDER P& E AC M CE ER SS GE ON NC LY Y

11

7

Bicycle racks with ten slots are east of the restroom under a shelter that provides shade and cover in inclement weather.

PE

4

0

10 Interpretive signs depict the region and importance of water quality along the sinuous path and the wooded meadow.

8

Five picnic tables are located throughout the site to provide diverse seating options.

11 A sinuous path winds between the parking lot and trail; visitors can engage with native flora along the path while crossing two foot bridges over the water catchment system.

9

Large canopy trees provide shade to the parking lot.

12 Highway runoff and stormwater from new impervious surfaces enter three

0’

50

100’

100 Feet

bioretention zones on-site for treatment.

13 Stormwater overflow exits the trailhead via two level spreaders south of the rail trail.

Not for construction. Part of a student project and not based on a legal survey.

NEXT STEPS

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

36

Before implementing any design at the Ashokan Station Trailhead the following actions need to be taken: Perform a survey of the site and field-run topography.

Perform an environmental site assessment.

Perform percolation and soil testing throughout the site, including the locations of the proposed parking lot and bioretention areas.

Perform wetland delineation assessment.

Determine all necessary permits.

Identify invasive plants on the site and adjacent to the project area. Determine which plants should be removed and which can be contained.

2

Identify trees that are to be preserved and propose method of protection.

Prepare specifications for soil restoration using the two-phase practice of deep ripping and decompaction following the guidelines set forth by the NYSDEC (2008).

Develop a Storm Water Pollution Prevention Plan (SWPPP) to prevent discharges of construction-related pollutants to the nearby waterway.

Investigate drainage issues related to the set of culverts on the eastern portion of the site.

Prepare a rough grading plan to appropriate sub-grade conditions for different surface treatments.

The following elements need to be removed, relocated, or modified per the demolition plan (Figure 41).

Specified mature trees and all saplings.

Western DEP Access road Former tool house building Stone foundation

1 2 3 4

Trees and saplings to be removed from the site should be inspected by a certified arborist in advance to determine the viability of moving trees to other locations or retaining them as part of the final design. Demolition, excavation, and removal of existing structures should be to a depth required for grading. Stones removed during excavation can be retained on-site to be incorporated as accent stone along pathways.

1

1

3

1 4

Figure 41. Site preparation includes removal of several mature trees and demolition of an existing road and structures.

0

Not for construction. Part of a student project and not based on a legal survey.

100

200 Feet

STORMWATER MANAGEMENT

The New York State Stormwater Management Design Manual, prepared for the Department of Environmental Conservation, aims to reduce water pollution through the implementation of stormwater management practices that incorporate green infrastructure systems to reduce or disconnect impervious surfaces, promote infiltration, and increase pretreatment of surface runoff.

One Year and 10-Year Storm Events Impervious surface of the proposed Trailhead was calculated to assess the Water Quality Volume, referred to as the one-year storm event (2.7 inches), and the 10-year storm event (4.75 inches), of rainfall in a 24 hour period.

STORM EVENT

INCHES/ 24 HRS

WQ(v)

(ACRE-FEET)

CU. FT OF RUNOFF

1-YEAR

2.7

0.133

9,776

10-YEAR

4.75

O.233

17,199

with well-draining soil and a low water table.

According to NRCS’s Web soil survey, the Valois soils are well-draining and the water table is predicted to be at 80 inches below the surface.

BIORETENTION ZONE

SIZE (SQ. FEET)

SLOPE

SIDE SLOPE

ZONE 1 (ALONG ROAD)

12,000

0.5%-1%

3:1 - 6:1

ZONE 2 (ALONG TRAIL)

3,200

0.5%-1%

3:1 - 4:1

ZONE 3 (ALONG ENTRANCE)

7,800

0.5%-1%

3:1 - 6:1

Figure 43. Bioretention areas in the project site.

The primary goal for the system would be to promote infiltration to minimize or eliminate runoff. The final design assumes infiltration is not an option and a drainage system was incorporated to capture and direct excess water volume off-site to the south side of the rail trail.

A dry swale is designed for the area between Route 28 and the parking lot (Zone 1) to capture

and pre-treat runoff from both the road and parking area. Due to the near level slopes of this swale, the design incorporates features from a bioretention area design including 6” permeable piping, 2.5 feet of bioretention soil, and native flora that can tolerate periodic, heavy inundation. The underdrain within the eastern 2/3 of the swale is directed to a catch basin that channels runoff to a level spreader south of the rail trail. The underdrain continues further west toward a second catch basin within a curving bioretention area adjacent to the wooded meadow. Overflow in this area is channeled to a second level spreader south of the rail trail.

Three small interconnected bioretention areas are placed in the corridor between the parking lot and the rail trail. An outflow level spreader reduces the erosive force of concentrated water flow while enhancing natural infiltration properties (Figure 45 on next page).

ZONE 1

Figure 42. Design storm events for the site.

ZONE 3

Stormwater Management Practices (SMP) Due to the comparatively small size of the site and the gentle sloping topography, two most appropriate solutions for pre-treatment, infiltration, and/or conveyance, include a bioretention area and a dry swale. Both of these SMP’s are designed for small, low sloping sites

ZONE 2

Figure 44. Key to Bioretention areas.

Not for construction. Part of a student project and not based on a legal survey.

37 PROPOSED DESIGNS

NYCDEP requested that the proposed Ashokan Station Trailhead capture and pre-treat all stormwater runoff from newly constructed impervious surfaces.

STORMWATER DRAINAGE PLAN

A drainage system for surface and underground overflow is incorporated into the site to eliminate possible flooding during large storm events. Six inch flexible, perforated piping is placed under each swale and bioretention area and is connected to three catch basins that direct overflow through solid piping under the rail trail to two level spreaders. All piping ranges in slope between 0.5% - 1%.

15” HDPE PIPE

OUTFLOW

6” PERF. PIPE @ 0.5%

657.5’ 24” CATCH BASIN INVERT: 656.8’ RIM: 659.5’

15” HDPE @ 1.0%

657.4’

6” PERF. PIPE @ 1.0%

STABILIZED AREA DOWNSTREAM

MIN 0.5% SLOPE INFLOW PLUNGE POOL WITH STONES

36”

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

38

INVERT 655.0’

LEVEL SPREADER

LEVEL SPREADER

X

655.5’

EXISTING SUBGRADE Figure 45. Section detail of level spreader.

Not for construction. Part of a student project and not based on a legal survey.

X

H.P. 658.2’

X

39

6” PERF. PIPE @ 0.5%

657.9’

X

15” HDPE @ 1.0%

6” PERF. PIPE @ 1.0%

PROPOSED DESIGNS

24” CATCH BASIN INVERT: 657.5’ RIM: 661.0’

658.5’

6” PERF. PIPE @ 1.0%

X

6” PERF. PIPE @ 1.0%

X

24” CATCH BASIN INVERT: 656.8’ RIM: 661.0’

657.4’

0 INVERT 656.0’

LEVEL SPREADER

X

656.5’

Not for construction. Part of a student project and not based on a legal survey.

50

100 Feet

GRADING PLAN

663’

660’

2’

661’ 661.5’

66

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

40

661.4’

X

661.3’

X

661.4’ 661.7’

X

660’

661’

X

X

661.7’

X X 661.5’

Not for construction. Part of a student project and not based on a legal survey.

41 PROPOSED DESIGNS

666’ 665’ 661’

X

660.6’

2’

3’

66

66

4’

66

664’

661.4’

X 664.7’

X

661.7’

X

661.4’

X

661.7’

X 664.4’

661’

X

660’ 661’

661’

X 661.6’

0

Not for construction. Part of a student project and not based on a legal survey.

50

100 Feet

PLANTING PLAN: BIORETENTION ZONES 42 ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

Aâ&#x20AC;&#x2122;

ZONE 1 ZONE 3

ZONE 2 A

Figure 46. Three Bioretention zones within the Ashokan Station Trailhead.

The planting plan is divided into three zones corresponding to the three bioretention zones and their varying characteristics (Figure 46).

Zone One, the most visible from the road, is between Route 28 and the northern edge of the parking lot. It includes large canopy trees offering beautiful fall color. The large linear bioretention area is occupied by grasses and herbaceous perennials that can adapt to or thrive given road runoff, sunny conditions and both drought and flooding. The area is also steeply sloping in some areas; plants that help control erosion can also be found in Zone One.

The plants in this zone also act a visual buffer between the trailhead and the road.

Zone Two encompasses the pathway that meanders above the southern bioretention area. This zone includes multi-stemmed trees and a shaded path that crosses over two foot bridges. Plants in this zone can also survive drought and flooding, but require less sun intensity than those in Zone One. The plantings in this zone offer an immersive experience for trailhead visitors.

Zone Three extends from Route 28 to the rail trail on the west side of the site. Located adjacent to the parking lot entrance, the plantings in this zone offer year-round visual appeal with colors that change throughout the seasons. A large bioretention area is buffered from the road by grasses and a wooded meadow offers shade and a peaceful setting for trailhead visitors enjoying a picnic. Closer to the creek, invasive species management and additional native plantings enhance the riparian buffer.

Not for construction. Part of a student project and not based on a legal survey.

All disturbed areas not specified in the planting plan or being surfaced should be loamed and seeded with a lowmaintenance grass seed mix.

To ensure plantings are established, contractor should guarantee all new plant material through at least one calendar year from the time of acceptance.

43 PROPOSED DESIGNS

Planting Installation Recommendations: To protect landscaping, no planting will be installed until all grading and construction has been completed in immediate vicinity.

To ensure the trailhead landscaping looks inviting in the first few years, plant balled and burlapped mature trees, measuring 2-4” caliper, and mature plants. Note that it typically takes one growing season per inch of trunk caliper for tree roots to establish following transplanting (i.e. one season for a one-inch caliper tree).

A’ A

0

Figure 47. Cross section of The Ashokan Gateway design showing the bioretention areas in Zone 1 and 2, the parking lot, and sinuous path. Cross section cut is shown in Figure 46.

Not for construction. Part of a student project and not based on a legal survey.

50 Feet

PLANTING PLAN: PLANT COMMUNITIES

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

44

Within the three zones, there are five plant communities outlined in the planting plan to highlight specific growing conditions including sun/shade tolerance, moisture, slope, and salinity tolerance from winter road salt.

1

2

Sun Meadow Basin incorporates species that thrive in full sun conditions and tolerate a range of moisture conditions from periodic drought to heavy inundation.

5

Edge areas include plants that thrive in full sun to shade conditions, well draining soils, and dry to moist water needs. The majority of these are shrubs to provide a solid structure on edges of parking lot islands, the parking lot, entrance lanes, and along the trail and roadside of the western portion of the site.

Shaded Meadow Basin includes species that tolerate the moisture range from drought to periodic heavy inundation, and also have a higher tolerance for part to full shade conditions.

3

Shaded Meadow includes plant species that thrive in part to full shade conditions, but will do well during establishment of the overstory tree canopy. These species like well draining to moist conditions, but not inundation.

4

Rain Garden includes plants that can tolerate drought and periodic inundation conditions, but not quite as much inundation as the Sun Meadow Basin species. These species also thrive in full sun conditions provided in these areas on the site.

Figure 48. Proposed entrance view of the Ashokan Station Trailhead from Route 28 looking east. In this view Plant Communities One, Three, Four and Five are represented.

Not for construction. Part of a student project and not based on a legal survey.

PLANTING PLAN: ZONE 1

1

SUN MEADOW BASIN

3

SHADED MEADOW

Wavy hair grass, Deschampsia flexuosa Interrupted fern, Osmunda claytoniana Winterberry, Ilex verticillata Oak sedge, Carex pensylvanica

4

5

RAIN GARDEN

45 EDGE

Switch grass, Panicum virgatum Black huckleberry, Gaylusaccia baccata Prairie dropseed, Sporopolis heterolepis Fragrant sumac, Rhus aromatica â&#x20AC;&#x2DC;low growâ&#x20AC;&#x2122; Indian grass, Sorgastrum nutans Sweet fern, Comptonia peregrina Little blue stem, Schizachrium scoparium Hay-scented fern, Dennstaedtia punctiloba New York Ironweed, Vernonia noveborasensis Bee balm, Monarda fistulosa Butterfly weed, Asclepias tuberosa Joe-pye weed, Eupatorium fistulosum Wild indigo, Baptisia tinctoria Blazing star, Liatris spicata New England aster, Symphyotrichum novae-angliae

4

1

5

Swamp white oak, Quercus bicolor

The 3,200 square foot bioretention swale captures runoff from the parking lot and Route 28. Slopes range from 3:1 on the north to 6:1 on the south with a seven foot wide basin. The basin surface drains west at a 0.5% slope.

Grasses within the rain garden mix including switch grass, prairie dropseed, and little blue stem, occupy the majority of the slope to

50 Feet

Black gum, Nyssa sylvatica

provide structure to the plant community and stabilize the slope. The grasses are salt tolerant to withstand winter road salt runoff.

The basin is seven feet wide and includes a two inch base of two inch river rock. It is planted with species that tolerate periodic heavy inundation and spread by rhizomes that help stabilize the soil.

The edge of this bioretention area, including the parking bumpouts, is planted with low growing shrubs in the shade of swamp white oaks. Black gum trees are planted along the parking lot to increase shade, buffer views of the trailhead to neighboring properties and provide a vivid fall color display.

Not for construction. Part of a student project and not based on a legal survey.

PROPOSED DESIGNS

Blue flag, Iris versicolor Red-osier dogwood, Cornus sericea Soft rush, Juncus effusus Shallow sedge, Carex lurida

3

PLANTING PLAN: ZONE 2

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

46

2

3

SHADED MEADOW BASIN

Eastern star sedge, Carex radiata Sensitive fern, Onoclea sensibilis Blue flag, Iris versicolor Red-osier dogwood, Cornus sericea Soft rush, Juncus effusus

SHADED MEADOW

Red fescue, Festuca rubra Oak sedge, Carex pensylvanica Wood phlox, Phlox divaricata Wavy hair grass, Deschampsia flexuosa Interrupted fern, Osmunda claytoniana Winterberry, Ilex verticillata

5

EDGE

Black huckleberry, Gaylusaccia baccata Fragrant sumac, Rhus aromatica â&#x20AC;&#x2DC;low growâ&#x20AC;&#x2122; Sweet fern, Comptonia peregrina Hay-scented fern, Dennstaedtia punctiloba

5 2

3

PICNIC TABLE

50 Feet Black gum, Nyssa sylvatica Paper birch, Betula papyrifera

The bioretention swale under the sinuous path is shaded by a wooded grove of swamp white oak, black gum, paper birch, and shad bush. This area captures runoff from the southeastern side of the parking lot and excess runoff from the rail trail. The swale flows under two bridges to a central basin that contains a catch basin to redirect overflow into a culvert under the rail trail. The basin contains plants

Swamp white oak, Quercus bicolor Shad bush, Amelanchier canadensis

that can tolerate periodic heavy inundation and shade conditions including sensitive fern and soft rush.

Visitors from the parking lot enter the sinuous trail past sweet fern and fragrant sumac, accented by hay-scented fern, and black huckleberry.

The picnic table area is surrounded by ferns, winterberry, and an understory of wood phlox, wavy hair grass, and oak sedge that provide an open woodland feeling.

Not for construction. Part of a student project and not based on a legal survey.

PLANTING PLAN: ZONE 3

1

SUN MEADOW BASIN

4

SHADED MEADOW

Red fescue, Festuca rubra Oak sedge, Carex pensylvanica Wood phlox, Phlox divaricata Wavy hair grass, Deschampsia flexuosa Interupted fern, Osmunda claytoniana Virginia sweetspire, Clethra alnifolia Great laurel, Rhododendron maximum Winterberry, Ilex verticillata

5

EDGE

Switch grass, Panicum virgatum Black huckleberry, Gaylusaccia baccata Indian grass, Sorgastrum nutans Fragrant sumac, Rhus aromatica ‘low grow’ Little blue stem, Schizachrium scoparium Sweet fern, Comptonia peregrina New York Ironweed, Vernonia noveborasensis Hay-scented fern, Dennstaedtia punctiloba Bee balm, Monarda fistulosa Butterfly weed, Asclepias tuberosa Joe-pye weed, Eupatorium fistulosum Black-eyed susan, Rudbeckia hirta Blazing star, Liatris spicata New England aster, Symphyotrichum novae-angliae Purple coneflower, Echinacea purpurea Culver’s root, Veronicastrum virginicum

The wooded meadow abuts a bioretention area that filters and pre-treats runoff from the western 1/3 of zone 1, the western edge of the parking lot, and the picnic area along the rail trail. The wooded meadow provides a large buffer between impervious areas and the stream west of the site. This zone contains a mix of species adapted to sun and shade, drought and inundation.

Black huckleberry, fragrant sumac, hay-scented fern, and sweet fern, provide a low growing, dense, and fragrant edge. A mix of flowering perennials provide color and pollinator habitat throughout the growing season.

5 4 3

RAIN GARDEN

1

50 Feet

Not for construction. Part of a student project and not based on a legal survey.

47 PROPOSED DESIGNS

Blue flag, Iris versicolor Red-osier dogwood, Cornus sericea Soft rush, Juncus effusus Shallow sedge, Carex lurida

3

PLANTING LIST

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

48

BOTANICAL NAME

COMMON NAME

TYPE

HABIT

HEIGHT

SPREAD

SPACING

QUANTITY

Amelanchier canadensis

Service berry

Tree

Deciduous

25’-30’

15’-20’

15’

9

Betula papyrifera

Paper birch

Tree

Deciduous

20’-40’

10’-20’

15’

12

Nyssa sylvatica

Black gum

Tree

Deciduous

30’-50’

20’-30

20’

13

Quercus bicolor

Swamp white oak

Tree

Deciduous

50’-60’

50’-60’

40’

8

Clethra alnifolia

Summersweet

Shrub

Deciduous

3’-8’

4’-6’

5’

13

Comptonia peregrina

Sweet fern

Shrub

Deciduous

2’-5’

4’-8’

3’

10

Cornus sericea

Red-osier dogwood

Shrub

Deciduous

6’-9’

7’-10’

5’

26

Ilex verticillata

Winterberry

Shrub

Deciduous

3’-12’

3’-12’

3’

49

Asclepias tuberosa

Butterfly weed

Herb

Perennial

2’-3’

2’-3’

1.5’

109

Baptisia tinctoria

Wild indigo

Herb

Perennial

2’-3’

2’-3’

2’

39

Echinacea purpurea

Purple coneflower

Herb

Perennial

2’-5’

1.5’-2’

1.5’

104

Eupatorium fistulosum

Joe-pye weed

Herb

Perennial

5’-7’

2’-4’

1.5’

69

Iris versicolor

Blue flag iris

Herb

Perennial

2’-2.5’

2’-2.5’

1.5’

178

Liatris spicata

Blazing star

Herb

Perennial

2’-4’

0.75’-1.5’

1’

234

Pycnanthemum muticum

Mountain mint

Herb

Perennial

1’-3’

1’-3’

1.5’

69

Symphyotrichum novae-angliae

New England aster

Herb

Perennial

3’-6’

2’-3’

1.5’

104

Phlox divaricata

Wood phlox

Herb

Perennial

0.75’-1’

0.75’-1’

1’

1590

Veronicastrum virginicum

Culver’s root

Herb

Perennial

4’-7

2’-4’

2’

59

Vernonia noveboracensis

New York ironweed

Herb

Perennial

4’-6’

3’-4’

1.5’

139

Carex lurida

Shallow sedge

Sedge

Perennial

2’-3’

1’-2’

1’

1600

Carex pensylvanica

Oak sedge

Sedge

Perennial

8”-10”

1’-1.5’

1’

4000

Onoclea sensibilis

Sensitive fern

Fern

Perennial

1’-3’

2’-3’

1’

178

Carex radiata

Eastern star sedge

Grass

Perennial

1’-2;

1’-2’

1’

300

Juncus effusus

Soft rush

Rush

Perennial

2’-3’

1’-2’

1’

1200

Panicum virgatum

Switch grass

Grass

Perennial

3’-6’

2’-3’

1.5’

693

Schizachrium scoparium

Little bluestem

Grass

Perennial

2’-4’

1.5’-2’

1’

1560

Sporobolus heterolepis

Prairie dropseed

Grass

Perennial

2’-3’

2’-3’

1.5’

520

Sorghastrum nutans

Indian grass

Grass

Perennial

3’-4’

2’-3’

1.5’

693

Osmunda claytoniana

Interrupted fern

Fern

Perennial

2’-3’

2’-3’

1.5

177

Rhus aromatica

Fragrant sumac

Fern

Perennial

1.5’-2’

6’-8’

6’

20

Deschampsia flexuosa

Wavy hair grass

Grass

Perennial

1.5’-3’

1’-2’

1.5’

1500

Monarda fistulosa

bee balm

Herb

Perennial

2’-4’

2’-3’

2’

50

Rhododendron maximum

Great laurel

Shrub

Evergreen

5’-15’

5’-12’

7’

4

Hay-scented fern

Fern

Perennial

2’-3’

2’-3’

1.5’

420

Dennstaedtia punctiloba

Not for construction. Part of a student project and not based on a legal survey.

SUN/ SHADE

MOISTURE

BLOOM TIME

COLOR

ECOLOGICAL FUNCTION

Full sun to part shade

Medium

April-May

White

Birds

Full sun to part shade

Medium to wet

April

Full sun to part shade

Medium to wet

May-June

Whitish-green

Full sun

Medium to wet

April

Yellowish-green

Birds, small mammals, insects

Full sun to part shade

Medium to wet

White

Butterflies

Full sun to part shade

Dry to medium

April-May

Full sun to part shade

Medium to wet

May-June

White

Birds, butterflies

Full sun to part shade

Medium to wet

April

Greenish-white

Birds

Full sun

Dry to medium

June-Aug

Orange

Monarch butterflies, erosion control

Full sun

Dry to medium

May-Sept

Yellow

Butterflies, pollinators

Full sun to part shade

Dry to medium

June-Aug

Purple-pink

Birds, butterflies

Full sun to part shade

Medium

July-Sep

Pink

Butterflies

Full sun to part shade

Medium to wet

Full sun

Medium

July-Aug

Red-purple

Birds, butterflies

Full sun to full shade

Dry to medium

July-Sept

White to pink

Pollinators, erosion control

Full sun

Medium

Aug-Sept

Pink-purple

Butterflies

Part to full shade

Medium

April- May

Rose/Lavender

Pollinators

Full sun

Medium to wet

May-Aug

Fun sun

Medium to wet

Fun sun to part shade

Medium to wet

Song bird

Part to full shade

Dry to wet

Shade groundcover, Erosion control

Part to full shade

Medium to wet

Mammals, amphibians

Birds, small mammals

Butterflies, pollinators

May-June

Violet-blue

Pollinators Aug-Sep

late sum

Purple

fall

Pollinators

Part to full shade

Medium to wet Medium to wet

Erosion control

Full sun to part shade

Medium to wet

July-Feb

Pinkish

Full sun

Dry to medium

Aug-Feb

Purplish bronze

Full sun

Dry to medium

Aug-Oct

Birds, Erosion control

late sum

Erosion control

Erosion control Birds, Erosion control Erosion control

Full sun

Dry to medium

Part to full shade

Medium to wet

Mammals, amphibians

Part to full shade

Medium to wet

Mammals, amphibians

Full sun to part shade

Dry to medium

Full sun to part shade

Dry to medium

July-Sept

Purple

Part to full shade

Medium

June-July

White to pink

Part to full shade

Dry to medium

Erosion control Pollinators Erosion control Not for construction. Part of a student project and not based on a legal survey.

PROPOSED DESIGNS

July-Aug

Full sun to part shade

49

MATERIALS: PARKING LOT

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

50

Choosing a parking lot surface for the Ashokan Station Trailhead depends on a variety of factors including budget, level of soil infiltration, and the availability of equipment for proper maintenance. The Trailhead parking lot will experience slow moving traffic with seasonally high traffic volumes. Large vehicles, such as tractor-trailers for forestry management, will periodically use the DEP access road, but oversized vehicle parking cannot be accommodated with the current spacing and turning radii of the proposed parking lot. The Trailhead will be open yearround, and plowing will occur in winter, which is a critical determinant in lot surface material selection. ADA parking and access aisles require delineation and solid surfaces. Angled parking should be striped to ensure the maximum number of spaces are utilized.

It is also important to consider the effect of surface material on water quality given the site’s location within the watershed for the NYC drinking water supply. Furthermore, the site is highly visible from the highway and a gravel lot would not show the same level of care as a paved lot or be as easy to maintain.

The final design for the Ashokan Station Trailhead incorporates stormwater infrastructure as if the parking lot were a conventional installation of either asphalt or gravel, but the benefits of a permeable surface should be re-evaluated once percolation testing confirms the depth of the water table and soil conditions on the site.

There are a range of materials to consider in choosing the most appropriate surface type for a parking lot. The following surface materials vary in terms of cost, longevity, level of maintenance, and environmental impact.

The main design characteristics of parking lot materials include impervious and pervious.

Impervious Options Impervious surfaces include asphalt (Figure 49), concrete, pavement (a combination of asphalt and concrete), and pavement surface treatments such as chip seal (a combination of asphalt with a cover aggregate). Impervious surfaces prevent water from passing directly through the surface material, dry out the ground below, and direct water off to the sides. Impervious surfaces have the ability to withstand heavy loads and high traffic volumes, are resistant to erosion, and when accurately graded can easily sheet stormwater into specific areas for treatment or direct it off site. The smooth surface of many impervious surface choices makes them easy to plow in the winter with low risk of dislodging or dislocating the surface material.

Pervious Options Pervious surface options include pervious concrete, porous asphalt (Figure 50), pervious grid pavers, interlocking pavers (Figure 51), and granular materials such as decomposed gravel (described on the next page). Grid pavers can take the form of a concrete or synthetic grid system that offers grass reinforcement or gravel retention in the spaces between the

ASPHALT SURFACE (1.5”) ASPHALT BASE (2.5”) AGGREGATE (6”) COMPACTED SUBGRADE

UNCOMPACTED SUBGRADE

Figure 49. Section of conventional asphalt for light traffic (less than 1,500 cars a day). Drawing not to scale.

3-6” ROCK

UNCOMPACTED SUBGRADE

RESERVOIR 12-36”

PAVEMENT 3”

AGGREGATE AT LEAST 40% VOID SPACE FILTER FABRIC

Figure 50. Section of porous asphalt. Drawing not to scale.

CURB WITH CUT OUTS FOR OVERFLOW

OPEN GRADE BASE 4”

CONCRETE OR BRICK PAVERS BEDDING 1.5-2” NO. 8 AGGREGATE NO. 57 STONE

SUBBASE DEPTH VARIES NO. 2 STONE

UNCOMPACTED SUBGRADE

FILTER FABRIC

Figure 51. Section of interlocking pavers. Drawing not to scale.

Not for construction. Part of a student project and not based on a legal survey.

All pervious surfaces control runoff at the source, slow down water flow, and improve water quality by filtering pollutants through layers of stone aggregate. Studies show that permeable paving systems can reduce total suspended solids, hydrocarbons, and heavy metals in surface water to a higher degree than conventional asphalt (Hayes, Sorvalis, and Zerfas, 2015).

Pervious surfaces work most efficiently on a site with a drainage area of less than 15 acres, a water table lower than four feet, and slopes less than 5%. Permeable surfaces should be avoided in areas with high levels of contaminated runoff or low soil permeability. Where soils permit good infiltration, underdrains and stormwater infrastructure may not be necessary.

The last category of pervious surface materials are granular surfaces that begin with a degree of perviousness, but become impervious over time due to compaction. Newly constructed gravel and dirt parking areas infiltrate stormwater because of the amount of water storage space available between the particles, but over time compression from vehicle traffic and deposition of sediment reduce remaining

porosity of the gravel or soil structure. The result is an area that is nearly as impervious as a conventionally paved parking lot (Vermont Department of Environmental Conservation, 2015). Thus, granular surfaces that support high levels of vehicular traffic require periodic maintenance to â&#x20AC;&#x153;refreshâ&#x20AC;? the surface by decompacting and/or possibly replacing the top layer altogether to regain pervious qualities.

Maintenance Conventional paving maintenance includes spot repairs, resealing, and resurfacing.

Maintenance of permeable surfaces can vary depending upon the material, application and specific site conditions, but it is recommended that for the first six months following installation that the area is inspected at least twice after storm events that exceed onehalf inch of rainfall (Virginia Department of Conservation and Recreation, 2013) Porous asphalt requires annual vacuuming to remove accumulated sediments that can clog critical pore spaces. Grass grid pavers can require regular mowing and gravel grid systems require gravel replacement. Porous asphalt requires annual vacuuming to remove accumulated sediments that can clog critical pore spaces. If using pervious surfaces, pavers may need spot weeding and none of the permeable surfaces should allow soil and sediment deposits to accumulate on the surface.

Winter maintenance for permeable surfaces can be less than impermeable materials; studies have shown that snow tends to melt more quickly on porous asphalt when compared to conventional asphalt or crushed rock surfaces (MacDonald, 2011). Sand should not be used for icy conditions on permeable surfaces as it can block the void spaces.

When deciding which material to use, there is also the option to combine materials, such as using impervious surfaces in high traffic areas (e.g. drive aisles) to direct water to areas of pervious cover that see less traffic or slower moving traffic (e.g. parking bays) (Figure 52). In general, porous asphalt and plastic grid paving systems are cost competitive with conventional asphalt in areas where infrastructure for drainage is not needed. The most expensive porous option is permeable interlocking concrete pavers because of higher installation costs.

B

C A

Figure 52. Porous asphalt(A), pervious concrete grid pavers(B), and interlocking pavers(C) are used in New England Environmentalâ&#x20AC;&#x2122;s parking lot, Amherst, MA.

Not for construction. Part of a student project and not based on a legal survey.

51 PROPOSED DESIGNS

grid. Interlocking pavers are concrete or clay brick with a void space between the pavers filled with aggregate (Figure 46). Interlocking pavers offer water filtration in the void space (not in the paver itself), and therefore offer less stormwater infiltration than other pavers per a given area.

MATERIALS: RECOMMENDED OPTIONS

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

52

Figure 53. Reclaimed trussle signpost on the Manhan Rail Trail in Easthampton, MA.

Figure 54. Locally sourced bluestone and hemlock bench at Catskills Interpretive Center.

Figure 56. An ADA-compliant picnic table offers wheelchair access on both ends.

Figure 57. Locally sourced bluestone pavers for the restroom landing and bump out.

Figure 58. Swerve style bike racks offer security and versitility for various bike types and sizes.

Figure 59. Proposed wheelstop is constructed from reclaimed railroad track.

Figure 55. Foot bridge under construction over bioretention area at Pulaski Park, Northampton, MA.

Project Cost Estimates The following cost estimates were developed from communications with suppliers, cost estimators, and practicing landscape architects. Each line item includes both the cost of materials and installation. Within the first three budget sections, Parking, Pathways, and Amenities, there are materials options with broad ranging associated costs. Costs very widely due fluxuations in labor rates, materials sourcing and delivery rates. Ranges have been provided to illustrate the wide variation of costs associated with constructing a project of this size.

Not for construction. Part of a student project and not based on a legal survey.

PROJECT COST ESTIMATE RANGE Category

Item

Parking Lot

Parking lot surface

Quantity

Option #1: Gravel with 4" depth

23,500 SF

$1.30

$3.00

$30,550.00

$70,500.00

Option #2: Asphalt

23,500 SF

$3.50

$6.00

$82,250.00

$141,000.00

Option #3: Porous asphalt

23,500 SF 56 each 625 LF 4 each

Striping for egress / DEP ingress

175 LF

Directional signs (i.e. One-way only, Do not enter, and Handicap Parking)*

12 each

$7.50

$99,875.00

$176,250.00

$50.00

$560.00

$2,800.00

$0.20

$0.55

$125.00

$343.75

$25.00

$30.00

$100.00

$120.00

$0.20

$0.55

$35.00

$96.25

$15.00

$100.00

$180.00

$1,200.00 $50,400.00

2,800 SF

TBD

$18.00

TBD

2,800 SF

TBD

TBD

TBD

TBD

Option #2: Recycle porous asphalt (i.e. Filterpave, Flexi-pave,

2,800 SF

$8.00

$18.00

$22,400.00

$50,400.00

Option #3: Permeable grid system with gravel fill

2,800 SF

$4.00

$8.00

$11,200.00

$22,400.00

2,000 SF

TBD

$28.00

TBD

$56,000.00

Option #1: Local bluestone

2,000 SF

$16.00

$28.00

$32,000.00

$56,000.00

Option #2: DG same as rail trail

2,000 SF

TBD

TBD

TBD

TBD

$5,000.00

$7,000.00

$10,000.00

$14,000.00

$66,328.00 $800.00

$2,300.00

$3,200.00

Composting toilet

2 each

BMS toilet bldg + delivery

1 each

ADA treated lumber picnic table*

4 each

$575.00

ADA square picnic table*

1 each

$530.00

$800.00

$530.00

$800.00

Benches of local hardwoods and bluestone

6 each

$500.00

$1,800.00

$3,000.00

$10,800.00

Bike racks (Model# Swerve Rack-B - surface mount, powder coated, iron gray)*

5 each

$160.00

$350.00

$800.00

$1,750.00

Bike rail (Model# B5-R)*

1 each

$300.00

$500.00

$300.00

$500.00

Bike rack cover*

1 each

$500.00

$2,000.00

$500.00

$2,000.00

Trailhead welcome sign

1 each

$1,000.00

$10,000.00

$1,000.00

$10,000.00

Kiosk

1 each

$1,500.00

$4,000.00

$1,500.00

$4,000.00

Interpretive signs

5 each

$300.00

$1,000.00

$1,500.00

$5,000.00

$50.00

$70.00

$6,000.00

$8,400.00

$500.00

$750.00

$21,000.00

$31,500.00

Foot bridges over bioretention areas

120 sf

Landscaping Trees

42 3"-4" caliper

Shrubs Perennial grasses

$66,328

$30.00

$40.00

$46,500.00

$62,000.00

80 5" plugs (flat of 50)

$150.00

$200.00

$12,000.00

$16,000.00

290 5" plugs (flat of 50)

$150.00

$200.00

$43,500.00

$58,000.00

TBD

TBD

Pending soil tests

Pending soil tests $3,240.00

1550 1 gallon

Herbaceous perennials Bioretention soil 3" stone

180 ton

$15.00

$18.00

$2,700.00

Geotextile fabric

900 lf

$8.00

$10.00

$7,200.00

$9,000.00

6" permeable piping

900 LF

$20.00

$25.00

$18,000.00

$22,500.00

gravel

490 ton

5' diameter catch basin

3

15" HDPE pipe

100 LF

$20.00

$21.00

$9,800.00

$10,290.00

$3,200.00

$5,000.00

$9,600.00

$15,000.00

$30.00

$40.00

$3,000.00

$4,000.00

$15.00

$18.00

$600.00

$720.00

Level spreader (3" stone)

40 ton

Deep ripping

1.5 acres

$2,000.00

$4,000.00

$3,000.00

$6,000.00

Decompaction

1.5 acres

$1,500.00

$3,000.00

$2,250.00

$4,500.00

Percolation testing

2 each test

$450.00

$1,000.00

$900.00

$2,000.00

Tree protection

2 tree

$180.00

$250.00

$360.00

$500.00

$2.50

$3.00

$2,125.00

$2,550.00

Silt fence Demolition

$4.25 $10.00

Option #1: Same DG as rail trail

Pathways

Restroom landing surface

Site prep

$176,250.00

850 linear ft

Soil removal

0 unknown 8 each

Tree removal Gravel road removal

270 sq yard

Building removal

400 sf

Stone foundation excavation and removal

Unknown

TBD

TBD

TBD

TBD

$250.00

$500.00

$2,000.00

$4,000.00

$18.00

$25.00

$4,860.00

$6,750.00

$8.00

$12.00

$3,200.00

$4,800.00

TBD

TBD

TBD

TBD

TOTAL

$251,575.00

$501,088.00

* Materials only; includes estimated freight cost, but not installation.

Not for construction. Part of a student project and not based on a legal survey.

PROPOSED DESIGNS

$30,550.00

Striping, handicap stalls

Stormwater mgmt

53

Total High

$7.50

Striping 4" wide lines

Amenities

$/Unit Low $/Unit High Total Low $1.30

Wheel stops installation only (cost to cut to size not included)

Pathways

Unit

23,500 SF

GENERAL TRAILHEAD RECOMMENDATIONS

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

54

A trailhead should reflect the special circumstances of a given area and meet the functional demands of that location. The following tiered hierarchy could be used to evaluate and design future trailhead locations.

These criteria were adapted from the framework of the Continental Divide Trailhead Design Guidelines (Sporl, et. al., 2005).

TRAILHEAD FEATURE

LEVEL 1

LEVEL 2

LEVEL 3

Auto Parking Oversized Vehicle Parking Trailhead Name Sign at Entry Ashokan Rail Trail Marker at Entry ADA Accessibility to Entry Landscape Plantings Seating

Level One Trailheads are located along a major travel corridor, which may include public transit access, pedestrian connectivity, and/ or is in close proximity (within 10 miles) to an urban center.

Anticipates high volume of visitors including national, regional and local user groups.

Anticipates need for bus and recreational vehicle accommodation.

Offers full amenities (restrooms on septic, with leachfield or composting toilets, drinking water, picnic tables, benches, kiosk, interpretive areas), and is ADA compliant.

Offers access to scenic vistas or picturesque natural features within a short walking distance.

May provide a naturalistic children’s’ play area for families who may be visiting the trailhead.

public transit and safe pedestrian access.

Anticipates moderate to high volume of visitors including regional and local user groups.

Offers some amenities (vault toilets or composting toilets, picnic tables, seating, kiosk and interpretive areas), and is ADA compliant.

Level Two Trailheads are located near or along a major travel corridor, which may or may not be near a downtown or commercial district.

These trailheads are lacking connectivity to

Level Three Trailheads are located some distance from major travel routes or are restricted in size (approximately <1000 square feet).

Road / Highway Crossing Toilets and Other Built Facilities Information / Orientation Kiosk Bicycle Racks Interpretive Signs Drinking Water Lighting Waste Receptacles Figure 60. Summary of tiered trailhead recommendations adapted from the Continental Divide Trailhead Design Guidelines.

Expects limited number of local users; may be limited to recreational permit holders.

Offers no amenities, just minimal parking and access.

By this classification, the Ashokan Station Trailhead would be a Level Two Trailhead.

The site cannot safely accommodate oversized recreational vehicles or buses. As the location cannot accept large groups of people at one time, certain additional amenities are considered optional. However, large groups are

Not for construction. Part of a student project and not based on a legal survey.

The main goal for a trailhead along the Ashokan Rail Trail is to provide an access point for visitors to explore the unique natural resources, cultural context, and scenic aspects of the Catskills and Ashokan Reservoir area.

The Ashokan Station Trailhead and future trailheads should protect and promote local resources and culture since these aspects define the region. In addition, it is more likely for a community to have a robust economy when it adopts initiatives to protect its scenic, historical, and natural resources (Howe, McMahon, and Propst, 1997). Enhancing and protecting the amenities valued by the community helps engage local residents and businesses as well as attract newcomers and tourist. The trailheads for the Ashokan Rail Trail should be a welcoming place for visitors both near and far and allow user groups to easily navigate the trailhead and the rail trail.

With these principles in mind, the following guidelines should be used in developing future trailhead locations.

Promote Minimal Disturbance: Avoid locations with core wildlife habitat, significant ecological or cultural resources, high water tables, and steep slopes; develop previously disturbed areas before undisturbed areas.

Preserve and Enhance: Preserve natural features and cultural resources, highlight their value and enhance ecology with habitat restoration where possible; incorporate local history and community interests into trailhead designs.

Provide a Safe Experience: Consider existing vehicle and pedestrian circulation patterns and how people will interact with the site; locate ingress/egress points for high visibility and consider reducing traffic speeds in the vicinity of access points or create a dedicated turning lane for trailhead access.

Connect with the Local Community: Explore ways to blend design elements in with the surrounding ecology and/or incorporate cultural ties to the region; consider additional community engagement in honing a design for the trailhead to ensure the trailhead and community are not disconnected.

Strive for Sustainable Design and Longevity: Work with the natural processes on the site, chose locally sourced materials when possible or try to reuse materials such as the existing railroad track; site amenities and parking for ease of maintenance.

Not for construction. Part of a student project and not based on a legal survey.

55 TRAILHEAD RECOMMENDATIONS

likely at Level One Trailheads, and therefore drinking water should be included in the site amenities. Security lighting and rubbish receptacles may also be required at any Level One Trailheads during the high visitor season.

It is recommended that at least one Level One Trailhead is constructed on the Ashokan Rail Trail.

REFERENCES

ASHOKAN STATION TRAILHEAD PLANNING AND DESIGN

56

Asphalt Pavement Alliance. (Jul 2010). America Rides on Asphalt: Pavement Type Selection. Retrieved from: http://www. asphaltroads.org/assets/_control/content/files/pavement_type_ selection_july_2010.pdf Barton & Loguidice. (Jul 2015). Ulster County Rail Trail Project - Ashokan Reservoir Section (“Ashokan Rail Trail”) Feasibility Study. Prepared for the Open Space Institute and Ulster County.

Camoin Associates. (Jun 2013). Catskill Mountain Rail Trail: Economic & Fiscal Impact Analysis.

Century West Engineering. (2013).Porous Pavement Alternatives Cost Analysis. Retreived from http://www.centurywest.com/wp-content/ uploads/2013/11/Metro-Porous-Pavement-Cost-Analysis.pdf Dirr, Michael A. (1998) Dirr’s Hardy Trees and Shrubs An Illustrated Encyclopedia. Portland, Oregon. TImber Press.

Hayes, K., Sorvalis, G. and M. Zerfas. (Dec 2015). Performance Parking: Reimagining Lot 11B, Registration #D68, 18Dec 2015. Retrieved from https://www.epa.gov/sites/production/files/2016-04/documents/ umd_narrative_508.pdf Howe, J., McMahon, E, and L. Propst. (1997). Balancing Nature and Commerce in Gateway Communities. Washington, D.C.: Island Press.

Illinois Asphalt Pavement Association. (2016). Parking Lots. Retreived from http://www.il-asphalt.org/asphalt-info/private-commercial/parkinglots/ Kudish, Michael (2011). Where Did the Tracks Go in the Catskills? Mountain Railroads of New York State. Volume Four. Fleischmanns, New York: Purple Mountain Press.

Massachusetts Department of Conservation and Recreation (n.d) Demonstration 3: Permeable Paving Materials and Bioretention in a Parking Lot. Office of Energy and Environmental Affairs Retreived from http://www.mass.gov/eea/agencies/dcr/water-resprotection/ipswich-river-watershed/permeable-paving-parking-lot. html MacDonald, S. (2011). Porous asphalt shows advantages to trail surfacing.

American Trails Magazine: Winter 2011, p 28-30.

Missouri Botanical Garden Plant Finder. (2016) Online Plant Database.

St. Louis, New York. Accessed June 20, 2016. http://www.

missouribotanicalgarden.org/plantfinder/plantfindersearch.aspx National Center on Accessibility. Accessible Picnic Tables: Requirements and Recommendations. Indiana University, School of Public Health, Department of Recration, Park, and Tourism Studies. Bloomington, IN: Indiana University.

New York City Department of Environmental Protection. Bureau of Water Supply.(2008) Sign Standards Manual. Kingston, New York. Author.

New York State Department of Conservation, Division of Water. (Apr 2008).

Deep-Ripping and Decompaction.

New York State Department of Conservation. (January, 2015) New York State Stormwater Management Design Manual. Albany, NewYork: Author.

Pierce, Linda M. and N. Kebede. (Mar 2015). Chip Seal Performance Measures -- Best Practices. Washington State Department of Transportation #WA-RD 841.1, prepared by Applied Pavement Technology. Accessed on 12June 2016 from http://www.wsdot. wa.gov/research/reports/fullreports/841.1.pdf Rainer, Thomas and West, C. (2015). Planting in a Post-Wild World: Designing Plant Communities for Resilient Landscapes. Portland, OR: Timber Press.

Soil Survey Staff, Natural Resources Conservation Service, United States Department of Agriculture. Web Soil Survey. Accessed 20April 2016 from http://websoilsurvey.nrcs.usda.gov/ Sporl, C., Kyhl, S., Braa, B., Moss, A., Shapins, J. Walsh, B. & R. Petersen.

(2005). Continental Divide National Scenic Trail: Trailhead Design Guidelines. 4Jan 2005.

Ulster County Transportation Council. (October 2015) Year 2040 Long Range Transportation Plan Rethinking Transportation: Plan 2040.

Kingston, New York: Author.

United States Department of Environmental Protection Agency. (2011).

Watershed Recovery Potential Indicator Reference Sheet for watershed percent impervious cover. 1 Sept 2011. Retrieved from https://www.epa.gov/sites/production/files/2015-11/documents/ rp2wshedimperv1109.pdf United States Department of Agriculture. National Resources Conservation Service. (2016) PLANTS Database. Accessed June 20, 2016. http://

Not for construction. Part of a student project and not based on a legal survey.

PHOTO CREDITS plants.usda.gov/java/

Virginia Department of Environmental Quality. (2013). Permeable Pavement. Virginia DEQ Stormwater Design Specification No. 7, version 2.0 from 2013 BMP Standards & Specifications.

Richmond, VA. (1Jan 2013). Accessed 10May 2016 from http://chesapeakestormwater.net/wp-content/uploads/ downloads/2014/04/VA-BMP-Spec-No-7-PERMEABLE-PAVEMENTFINAL-DRAFT-EDITS-v2-0-02April2014.pdf Walker, Mark. (2013). Are Pervious, Permeable, and Porous Pavers Really the Same? The Stormwater Report, Water Environment Federation.

2Oct 2013. Accessed on 12June 2016 from http://stormwater.wef. org/2013/10/pervious-permeable-porous-pavers-really/ Young, T. (May 2013). An Introduction to Porous Pavement. Clemson University Cooperative Extension. Retrieved from http://www. clemson.edu/extension/hgic/water/resources_stormwater/ introduction_to_porous_pavement.html

MAP DATA SOURCES Geospatial Data Gateway Dataset - Bare Earth DEM - 1 meter, (DOUG TO FILL IN OTHER DETAILS) Google Earth Aerial photography 2016 New York City Department of Environmental Protection NHD_NYCWatershed (2012 National Hydrography Dataset combined hydrography features for EOH and WOH) New York State GIS Clearinghouse Regulatory Freshwater Wetlands; NYS_Civil_Boundaries; NYS_Streets_Public; SimplifiedStreets; Statewide Digital Orthoimagery Program - 2013 Annual Lot NYS State Plane for Ulster County; StreetSegment_Public Ulster County GIS Ulster County 2ft Contours; Ulster County Zoning USDA Natural Resources Conservation Service

Not for construction. Part of a student project and not based on a legal survey.

57 REFERENCES

Vermont Department of Environmental Conservation. (2015) Gravel parking lots infiltration stormwater, don’t they? Part 2 of the Vermont Green Infrastructure Initiative’s guid to stormwater misconceptions. 4Jun 2015. Vermont Department of Environmental Conservation’s Watershed Management Division. Retreived from https://vtwatershedblog.com/2015/06/04/part-2-stormwatermisconceptions/

All photos taken by Miranda Feldmann and Doug Serrill unless noted below.

Figure 5 & 6: New York Public Library Digital Collections (NYPL) Figure 9 (top row, left to right): NYPL, Wikipedia Media, Katy Silberger

(bottom row, left to right): NYPL, Wikipedia Media Figure 12: NYCDEP Figure 37: Wikipedia Media Figure 52: Benjamin Aufill Figure 56 & 58: Dero Figure 57: Rochester Concrete Products

The Ashokan Station Trailhead will be the first of three trailheads along the proposed Ashokan Rail Trail, a new multi-use, recreational 11.5 mile rail trail that will eventually connect to other rail trails in the region. The Conway School project team developed a conceptual design for the proposed Trailhead that promotes greater ecological awareness and water quality protection through low-maintenance native gardens that integrate stormwater management practices. The Trailhead connects visitors with areas for rest and exploration, evokes a sense of place, and creates a â&#x20AC;&#x153;new gateway to the Catskills.â&#x20AC;?