Christian Street Pedestrian & Bicycle Study

Christian Street • Bugbee Street • US 5

Pedestrian & Bicycle Study

Scoping Report

July 2013

contents 1 Overview ������������������������������������������������������������������������������1 Introduction ������������������������������������������������������������������������������������������ 1 Organization of this Report ����������������������������������������������������������������� 2 Study Purpose & Need ������������������������������������������������������������������������� 2 Goals and Objectives ����������������������������������������������������������������������������3

2 Project Background ����������������������������������������������������� 5 Project Site Context ������������������������������������������������������������������������������5

3 Enhancement Concept �������������������������������������������������19 US 5 North Segment ��������������������������������������������������������������������������� 22 Christian Street Segment �������������������������������������������������������������������24 Bugbee Street Segment ���������������������������������������������������������������������26 Pedestrian Connections ���������������������������������������������������������������������30 Cost Estimates ������������������������������������������������������������������������������������ 32 Phasing ������������������������������������������������������������������������������������������������ 32

Appendix A: Alternatives Assessment �������������������� A1 Appendix B: Public Outreach �������������������������������������� B1 Local Concerns Meeting – December 8, 2011 ������������������������������������ B1 PTO Meeting – March 19, 2012 �����������������������������������������������������������B3 Alternatives Public Meeting – April 23, 2012 ������������������������������������� B4 Notes from Presentation to Hartford Selectboard - June 11, 2013 �� B6

figures & Tables 2 Project Background................................................................................................. 5 Figure 2.1: Project Study Area................................................................................................................. 4 Table 2.2: Characteristics of the Three Study Area Segments...............................................................5 Figure 2.3: US 5: Approximate Existing Conditions............................................................................... 6 Figure 2.4: Christian Street: Approximate Existing Conditions.............................................................7 Figure 2.5: Bugbee Street: Approximate Existing Conditions, West of I-91......................................... 8 Figure 2.6: Bugbee Street: Approximate Existing Conditions, East of I-91.......................................... 9 Figure 2.7: Zoning...................................................................................................................................10 Figure 2.8: Population Density...............................................................................................................11 Figure 2.9: Trails, Parks, Schools........................................................................................................... 12 Figure 2.10: Crash Data.......................................................................................................................... 13 Figure 2.11: Collision Diagram................................................................................................................ 14 Figure 2.12: Natural Resources.............................................................................................................. 15 Figure 2.13: Existing Utilities..................................................................................................................16 Figure 2.14: Hazardous Materials Sites................................................................................................. 17

3 Enhancement Concept............................................................................................ 19 Figure 3.1: Project Study Area Segments..............................................................................................18 Figure 3.2: Preferred Concept Plan Summary..................................................................................... 20 Figure 3.3: US 5 Looking South - Proposed Photo Rendering.............................................................22 Figure 3.4: US 5 Proposed Section........................................................................................................23 Figure 3.5: Christian Street Looking North - Proposed Photo Rendering...........................................24 Figure 3.6: Christian Street Proposed Section - Curbed Sidewalk with Grass Buffer.........................25 Figure 3.7: Christian Street Proposed Section - Sidewalk with Swale, No Curb.................................25 Figure 3.8: Bugbee Street Proposed West Section..............................................................................27 Figure 3.9: Bugbee Street Central Proposed Photo Rendering......................................................... 28 Figure 3.10: Bugbee Street Central Proposed Section........................................................................ 28 Figure 3.11: Bugbee Street East Proposed Photo Rendering.............................................................. 29 Figure 3.12: Bugbee Street East Proposed Section............................................................................. 29 Figure 3.13: US 5 to Dothan Brook School Connection....................................................................... 30 Figure 3.14: Christian Street to Bugbee Street Connection................................................................ 30 Figure 3.15: Bugbee Street to Route 5 Connection.............................................................................. 31 Figure 3.16: Dothan Brook School PTO Meeting Results – March 14, 2013.........................................32 Table 3.17: Cost estimates for US 5, Christian Street, Bugbee Street Bicycle and Pedestrian Improvements................................................................................................................................................33

Appendix A: Alternatives Assessment................................................................ A1 Figure A1: US 5 Alternatives..................................................................................................................A1 Figure A2: Christian Street Alternatives............................................................................................... A2 Table A3: Alternatives Evaluation Matrix.............................................................................................A4

Appendix B: Public Outreach.................................................................................. B1 Table B1: Workshop 1 Results – Goals and Objectives..........................................................................B1 Table B2: Workshop 1 Results – Current Experiences......................................................................... B2 Figure B3: Public Meeting Interactive Boards Results........................................................................ B2 Figure B4: PTO Meeting Results.......................................................................................................... B3 Table B5: Alternatives Rankings........................................................................................................... B4 Figure B6: Christian Street - Alternatives Ranking Feedback............................................................. B5 Figure B7: US 5 - Alternatives Ranking Feedback................................................................................ B5 Figure B8: June 11, 2013 Selectboard Meeting Presentation.............................................................. B7

Looking south along US 5, on approach to Dothan Brook School

1 Overview Introduction The Town of Hartford, in conjunction with parents and staff of the Dothan Brook School and the Hartford community, has long recognized the need to improve bicycle and pedestrian safety in the vicinity of the Dothan Brook School. The completion of the Wilder Multi-Use Path in 2001 created a safe off-road connection between Wilder Village and the Dothan Brook School. A year later, an engineering study was completed that examined potential opportunities to enhance pedestrian and bicycle safety along US 5 through Norwich and Wilder. One of the main recommendations from this plan, to create striped bicycle lanes on US 5, was partially implemented in 2009 when a VTrans paving project widened the shoulders on US 5 by 1-2 feet.

In 2007, the Dothan Brook School completed their School Travel Plan, which provided the opportunity to pursue funding for engineering and construction funding under the Safe Routes to School Program. That same year, the Town and School were awarded their first infrastructure grant under the Safe Routes to School program which ultimately led to the construction of new sidewalks and crosswalks along US 5 in Wilder Village. In 2011, the Town and School were awarded their second Safe Routes to School infrastructure grant to study the feasibility of bicycle and pedestrian improvements along US 5 north of the school, and along Christian and Bugbee Streets.

The purpose of a scoping study is to identify, analyze, and prioritize a set of defined transportation enhancements through a thorough public outreach process that includes a comprehensive assessment of advantages and impacts of alternative strategies.

Local residents and stakeholders were encouraged to be involved throughout the scoping study process – through two public meetings, PTO meetings, online surveys, and direct email contact.

(See Appendix B for details on public outreach process.)

The Christian Street/Bugbee Street/US 5 Scoping Study is the culmination of a nine month planning process to solicit input and develop a conceptual plan and implementation strategy for creating a safe alternative route for all people, and especially students, to travel to the Dothan Brook School. The project study area is set up in three segments due to the unique character of each segment and its adjacent conditions and development (see Figure 2.1). However, viewed in its entirety, the concept for the overall project provides a seamless connection along the entire study area to create a continuous, safe, and appealing experience for non-motorists.

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1 Overview

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Organization of this Report Beginning with the purpose and need, as well as the goals and objectives identified for the project, this scoping report then introduces the preferred set of pedestrian and bicycle improvements for each segment of US 5, Christian Street, and Bugbee Street. The report concludes with phasing and preliminary cost estimates for construction and maintenance. Existing conditions analysis, alternatives assessment, and the public outreach process are documented in the appendices.

The scoping report includes the following sections:

• Overview – Including purpose, need, goals and objectives

• Project Background – Including information about the project site, its existing roadway crosssection, and the contextual environment • Enhancement Concept – Including details on each segment of US 5, Christian St, and Bugbee Street, as well as phasing and implementation • Appendix A: Alternatives Assessment • Appendix B: Public Outreach

Study Purpose & Need Purpose

The purpose of this Scoping Study is to identify and prioritize strategies for improving pedestrian and bicycle safety and accessibility from the neighborhoods adjacent to the Dothan Brook School along US 5 north, Christian Street, and Bugbee Street. As part of a holistic study, the planning effort will analyze existing road conditions and the issues and constraints of the surrounding built and natural environment. The project study area is set up in three segments: 1) Christian Street (US 5) from the Norwich town line south to Hartford Avenue; 2) Christian Street from US 5 south to Bugbee Street; and 3) Bugbee Street from Christian Street to US 5.

Need and Existing Conditions

With a population of approximately 4,500 in the immediate neighborhood1 and over 300 students ranging from Kindergarten through 5th grade attending the Dothan Brook School2, it is important to create a safe walking environment, particularly for the children, parents, and active senior population who want to walk or bike around their community.

Existing conditions within the project area that demonstrate the need for improvement along Christian Street, Bugbee Street, and US 5 include the following:

• Lack of street lights, sidewalks, bike lanes or paths, or crosswalks along Christian Street, Bugbee Street, or US 5.

• A large portion of the routes within the study area are constrained by steep slopes, drainage ditches, guardrails, utility poles, or other impediments to walking or bicycling safely.

• Several sections of Christian Street between US 5 and Bugbee Street are hilly and have relatively narrow shoulders. These conditions limit clear sightlines and create potentially unsafe conditions, particularly for walkers and cyclists.

• Bugbee Street currently experiences a relatively high volume of bicycle and pedestrian users who use a wide shoulder adjacent to relatively high speed traffic (45mph speed limit), while intersecting with on and off-ramp traffic from I-91.

1 2

2

Source: 2000 Census Hartford School District, 2008

Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

• With traffic moving in excess of 35 miles per hour along two travel lanes and narrow shoulders, the US 5 segment is currently not well-suited for pedestrians or cyclists. In a 2007 parent survey, more than half of Dothan Brook School parents identified traffic speed as their top concern preventing walking and biking to school. Advanced Transit’s Green Route also has several stops along this segment of US 5 within the study area and there is potential for encouraging more ridership by improving the accessibility and waiting areas for transit users.

Goals and Objectives

Reflecting the needs and wishes of the Town of Hartford and the requirements of the Safe Routes to School Program, along with additional input from community residents, the following represents the goals and objectives for the enhancement of bicycle and pedestrian accessibility along Christian Street, Bugbee Street, and US 5.

The listed goals are general purposes or aims for improvements along US 5, Christian Street, and Bugbee Street. The associated objectives are desired future conditions that will help achieve the broader goal.

Goal #1: Enhance Pedestrian Safety and Accessibility • Add a separated paved/concrete sidewalk for pedestrians (e.g. raised curb, green planting strip) • Create a seamless pedestrian and bicycle connection from surrounding neighborhoods to the Dothan Brook School

Goal #2: Promote Alternative Modes of Accessibility

• Provide connections, where possible, to other existing trails, sidewalks, and paths • Construct wider shoulders and/or bike lanes to accommodate bicyclists

Goal #3: Allow for Versatility and Compatibility with the Surrounding Environment • Adaptable to the constraints with adjacent developments

• Be compatible with the surrounding natural and built environment

• Consider the recommended facility’s use in all seasons and conditions

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1 Overview

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Figure 2.1: Project Study Area

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2 Project Background Project Site Context The Dothan Brook School, located at the northern edge of the Town of Hartford, wants to continue providing students, parents, and school staff the opportunity to walk or bike to school. As shown in Figure 2.1, the project study area is divided up into three logical segments: 1) US 5 from the Norwich town line south to Hartford Avenue: This segment is roughly 0.7 miles in length and has an annual average daily traffic (AADT) of 5,000 vehicles. The posted speed is 40 miles per hour along this state route. There is a 2’ to 4’ striped shoulder on both ends of the roadway cross-section and one 11’ travel lane in each direction. There are four Advance Transit green route stops along this segment, including one at Billings Farm Road, directly adjacent to the Dothan Brook School. This road is part of the Christian Street rural historic district, with several historic homes, the Christian Street Cemetery, and Brookside Farm, the only remaining active farm in the district.

2) Christian Street from US 5 south to Bugbee Street: This section of Christian Street is 1.2 miles long and is slightly less trafficked than US 5, with an AADT of 3,000 vehicles. There is little to no shoulder along this stretch, but with 10’ to 11’ travel lanes, the travel lanes are similar to that of US 5. The speed limit on this residential street is 35 mph with little to no striping on the shoulder and poor visibility due to blind hilltops.

3) Bugbee Street from Christian Street to US 5: This section is 0.7 miles in length, with a striped shoulder on each end that varies from 3’ to 10’ in width. Exit 12 off of I-91 intersects at the center of Bugbee Street between Christian Street and US 5, where an average of 8,700 vehicles cross every day, with 5,200 or 60% of the cars going east towards US 5. The flow of traffic is relatively fast here, with a speed limit of 45 mph and wide 12’ travel lanes in each direction. There are no streetlights or accommodations for pedestrians or cyclists along this stretch and portions of Bugbee have been identified as a High Crash Location Section by VTrans because it has experienced five or more crashes in a five year period and has an actual to critical ratio of 1.0 or higher.

Table 2.2: Characteristics of the Three Study Area Segments US 5

Christian Street

Bugbee Street

Major Collector

Minor Collector

Major/Minor Collector

Jurisdiction

State

Town

State

Speed Limit

40

35

45

Travel Lane Width

11’

10’-11’

12’

2’-4’

0-1’

3’-10’

5,000

3,000

3,500 West / 5,200 East

Classification

Shoulder Width AADT

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Figure 2.3: US 5: Approximate Existing Conditions

2’ Shoulder White Line

Note: Figure not drawn to scale

West

East

11’ Travel Lane

11’ Travel Lane 50’ ROW

2’ Shoulder White Line

Looking south along US 5, on approach to Dothan Brook School

Looking south along US 5, on approach to Hemlock Ridge Drive

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Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

Figure 2.4: Christian Street: Approximate Existing Conditions Section 1: Christian Street, north of Chandler Road

West

East

5’ 4’6” 2’6” 1’6” 10’ Travel Lane 10’ Travel Lane 1’6”1’6” 2’6” Fire Swale Pavement White Utility Swale Double Yellow White Line Split Rail Edge Line Pavement Edge Pole Fence Hydrant 23’ Paved ROW 50’ ROW Section 2: Christian Street, south of Woodhaven Drive

4’ Rock Wall

West

11’6” Travel Lane 11’ Travel Lane Double Yellow Utility Swale Pavement Edge 22’6” Paved ROW Pole 50’ ROW 1’6”

5’6”

Section 3: Christian Street, between Woodhaven Drive and US 5

West

18’ Travel Lane and Shoulder Pavement Edge

Swale

East

Note: Figures not drawn to scale

7’ Pavement Edge

Swale

East

16’ Travel Lane and Shoulder 7’ Double Yellow Pavement Edge Utility Pole 34’ Paved ROW 50’ ROW

Street character of Christian Street between US 5 and Bugbee Street

Section 3 Section 2

Section 1

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Figure 2.5: Bugbee Street: Approximate Existing Conditions, West of I-91 Section 4: Bugbee between Sterling Springs Dr. and Christian St

North

South

8’

12’ Travel Lane

4’

12’ Travel Lane Double Yellow 32’ Paved ROW 50’ ROW

Pavement Edge White Line

Swale

4’

8’

White Line Pavement Edge

Swale

Section 5: Bugbee between Sterling Springs Dr. and I-91

North

South

11’

3.5’

12’ Travel Lane

12’ Travel Lane Double Yellow 33’ Paved ROW 50’ ROW

Guard Rail White Line

Swale

Section 6: Bugbee, just west of I-91

10’ Swale

11.5’ Travel Lane White Line

12’ Travel Lane

Double Yellow 32.5’ Paved ROW

4’ White Line

50’ ROW

Pedestrian walking along north side of Bugbee Street

Guard Rail

Note: Figures not drawn to scale

Bugbee Street looking west, near Sterling Springs Drive

Bugbee Street looking east, pedestrians walking on the north side Section 4 Section 5 Section 6

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Guardrail

North

South

5’ Guard Rail

5.5’ White Line

Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

Swale

Figure 2.6: Bugbee Street: Approximate Existing Conditions, East of I-91 Section 7: Bugbee just East of I-91

12’ Travel Lane

10’ Swale

Guard Rail

White Line

Guard Rail

Swale

North

12’ Travel Lane White Line

9’ White Line

South

10’ Pavement Edge

12’ Travel Lane

Double Yellow 43’ Paved ROW 50’ ROW

Section 8: Bugbee between I-91 and US 5

Swale

North

South

12’ Travel Lane

Double Yellow 45’ Paved ROW 50’ ROW

11’ White Line

Guard Rail

Swale

Note: Figures not drawn to scale

Character of Bugbee Street, east of I-91

Section 7 Section 8

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Figure 2.7: Zoning Rural Lands Industrial Commercial

I-C

Residential 1 Residential Residential Commercial

5

Village Business

RL-5

Village Residential Commercial

reet

I-C

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RL-10

R-3

R-3

R-2

R-1

R-2

I-C

Bu R-1 gb ee S

R-1

tre

et

N

0’ 375’ 750’

1500’

Feet 3000’

Constructed in 2001, the Wilder Multi-Use Path helps connect Wilder Village to the Dothan Brook School and has achieved much success on school-organized Walk/Bike to School days. The school applied and received funding from VTrans for a Safe Routes to School (SR2S) Infrastructure Grant in 2007 to improve pedestrian and bicycle connections between the Wilder Path and Wilder Village.

The study area is largely zoned as residential, with pockets of industrial and commercial uses around Billings Farm Road and Olcott Drive. [See Figure 2.7: Zoning] The R-3 (residential) zone contains homes with single or duplex units and have a minimum 10’ setbacks for principal structures and 20’ for garages or other structures. The neighborhoods adjacent to Bugbee Street are part of the R-1 (residential) zone, which also allows for single and duplex units with multi-family as a conditional use as permitted. The R-1 district has minimum lot dimensions of 60’ width by 80’ depth.

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Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

Figure 2.8: Population Density 1.9 - 500.0 500.1 - 1,500.0 1,500.1 - 5,000.0 5,000.1 - 10,000.0 10,000.1 - 23,841.4

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R1 - Single Family Residential R2 - Multi Family Residential R3 - Mobile Home R4 - Other Residential

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Seasonal Residential

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0’ 375’ 750’

1500’

Feet 3000’

The highest density of residential housing within the study area lies predominantly at the southern end of Christian Street, particularly the Brookside Center at Christian Street and Brookside Drive and a compact single-family home community in the Sterling Springs Drive development on the south side of Bugbee Street. [See Figure 2.8: Population Density] There is also a 131-unit development of townhomes and compact single-family homes at Hemlock Ridge on the northern edge of the project study area, off of US 5.

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Kilowatt North and South Parks

Figure 2.9: Trails, Parks, Schools

King Arthur Trail Montshire Museum Trails Upper Valley Loop Trail Wilder Multi-Use Path

n Schools Parks Landmarks

Existing Bicycle and Pedestrian Activity Centers As shown in Figure 2.9: Trails, Parks, Schools, there are many formal and informal trails that have been identified in this area, including the Upper Valley Loop Trail which hugs US 5, the Wilder Multi-Use Path leading from Wilder Village in the east to the Dothan Brook School, and the Montshire Museum Trails that extend north from Ratcliffe Park and Maanawaka Conservation Area. Community members also pointed out existing popular routes along Chandler Road and Colonial Drive, which connect the Wilder Village to Christian Street. Chandler Road also continues east from Christian Street to connect with the Upper Valley Loop Trail on Route 5. Additionally, residents mentioned an informal north-south trail that runs approximately a quarter mile to the west of the study area parallel to Christian Street.

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Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

Figure 2.10: Crash Data

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Crash History As shown in Figure 2.10: Crash Data, the majority of crashes within the study area occur along Bugbee Street, with the highest incidence at the intersection between Bugbee and US 5. A segment of Bugbee Street is identified by VTrans as a high crash location section, between mile markers 0.2 and 0.5 on Bugbee Street where it meets the I-91 off ramp.

Sixty-three percent of crashes within the high crash location section involve vehicles rear-ending, broad siding, or sideswiping another vehicle, all of which occurred on dry, clear days – suggesting that there are issues with drivers maintaining the proper speed and distance between vehicles in this area and accidents are generally not due to road surface conditions. [See Figure 2.11: Collision Diagram]

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Figure 2.11: Collision Diagram

Crash Diagram High Crash Location on Bugbee St. Hartford, VT

I-91 SB Off Ramp 6/10/10 0030h W,N

11/18/08 1953h C,N

LEGEND Injury Head On Out of control

Sterling Springs Drive

Rear-end Left-turn broadside Right-turn broadside (T)

Truck

(M)

Motorcycle

NORTH Road Surface C Dry, Clear W Wet S Snowy/Icy O Other

3/10/09 1806h C,D

Bugbee St/Wilder State Highway

I-91 NB On Ramp

11/12/10 0712h C,D

I-91 SB On Ramp

Lighting D Daylight N Dark, no lights L Dark with streetlights

7/25/07 1629h C,D 2/27/07 0640h C,D

2/15/07 0437h S,N 2/8/07 1521h C,D

I-91 NB Off Ramp

All of the accidents on the off-ramps from I-91 were single-vehicle accidents where the driver lost control, whereas every accident along Bugbee Street involved two vehicles. While none of these crashes involved pedestrians or cyclists, at least one vehicle hit the guardrail in half of the crashes.

Without a curbed barrier and poor lighting, Bugbee Street presents dangerous conditions for nonmotorists who use its side shoulders.

In contrast, between 2006 and 2010, there have been two accidents along Christian Street between Bugbee and US 5 and five accidents along the US 5 segment. On Christian Street, one accident occurred at the corner of Bugbee and Christian, and another on Christian and Woodhaven Drive. The former was a single vehicle crash due to influence under medication while the latter was a rear end incident due to inattention. Three out of the five accidents along US 5 between Christian Street and the Hartford town line were rear end collisions due to inattention. The remaining two accidents involved an opposite direction sideswipe at the merge of US 5 and Christian Street and a broadside accident between a left turning and through vehicles on Jericho.

Natural Resources and Environmental Issues Waterways/Streams/Floodplain There are three streams that cross through the study area. From north to south:

1. A stream crossing beneath US 5, north of Hemlock Ridge Drive. There is a guardrail on both sides of US 5, causing the shoulder to narrow down to 1’.

1. Directly south of the US 5 and Christian Street merge, there is a stream crossing adjacent on both sides of Christian Street in a heavily wooded portion north of Woodhaven Drive.

The stream is at a lower elevation than the roadway and the cross-section along this portion of Christian Street lacks any shoulders.

1. Lastly, there is a stream that runs beneath Christian Street just south of Harvest Lane and extends through a vegetated area to Brookside Drive on the west.

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Due to the distance from the Connecticut River, the study area and its entire adjacent community are within the Zone X category of the FEMA Flood Insurance Rate Map. This is an area that has been determined to be outside the 100- and 500-year floodplains.

Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

Figure 2.12: Natural Resources Vermont significant wetlands inventory (VSWI) Conserved land Deer wintering areas Rare, threatened, and endangered species & significant comm.

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Wetlands In studying the Vermont Significant Wetlands Inventory (VSWI), there are no identified wetlands within 100 feet in each direction adjacent to the three segments of the study area.

Wildlife and Wildlife Habitat None of the three routes are deemed to have any wildlife crossing value. There is, however, a 2,750 acre deer wintering area to the west of Christian Street and US 5, flanking both north and south sides of Jericho Street. The deer wintering habitat, or ‘deer yards’, are areas of mature or maturing softwood cover that white-tail deer in Vermont use during severe winter conditions. An arm of the deer yards extends to Christian Street, directly to the south of the intersection with US 5, and runs adjacent to the right of way for 600’ along the west side. [See Figure 2.12: Natural Resources] There are no rare or significant plant species observed within the immediate study area.

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Figure 2.13: Existing Utilities Utility Line: East side Utility Line: West Side Split Rail Fence Rock Wall Fire Hydrant

5

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Electric Transmission Line corridors

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Existing Utilities and Site Constraints Green Mountain Power is the local electric utility that services the entire project study area.

Between the Hartford town line in the north and the Dothan Brook School, overhead utility lines zigzag back and forth between the east and west sides of the roadway. Utility poles line the eastern edge of Christian Street at the northern end (where it joins with US 5). As it crosses Woodhaven Drive, the utility poles shift to the western edge of Christian Street, and then switches back over to the eastern edge for the remainder of Christian Street until it intersects Bugbee Street. Two large electric transmission line corridors run through the study area. One crosses US 5 near Hemlock Ridge Drive and the other crosses Christian Street one-third of the distance south of US 5 between Bugbee Street and US 5.

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Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

Figure 2.14: Hazardous Materials Sites Hazardous waste sites in Vermont Location of facilities where hazardous wastes are generated Underground storage tanks in Vermont

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Hazardous Materials Sites There are two locations along the study corridor which have identified hazardous waste sites: • One is across the street from the Dothan Brook School at the Former Billings Dairy;

• The other is located at the southwest corner of Bugbee Street and US 5 at the Tafts Service Center.

Both sites are currently inactive. The former Billings Dairy closed in 7/1/1997 and the Tafts Service Center closed in 9/1/1998. Both the former Billings Dairy and the Tafts Service Center have had Site Management Activities Completed (SMAC).

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Figure 3.1: Project Study Area Segments

91 5

3690’

Dothan Brook School

Wi ld

er

Mu

lti-

6,240’

Us

eP

ath

et

an Stre

Christi

1,31

91

5’

Wilder Village

Bu

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910ee Street ’ 1,6

50’

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Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

3 Enhancement Concept The final preferred concept plan for Christian Street/Bugbee Street/US 5 project area is the product of collaboration between the Town of Hartford, local residents, and parents at the Dothan Brook School. In response to initial stakeholder input, several alternative cross-sections were developed and evaluated for each of the project segments. The various cross-sections offered alternative approaches for accommodating pedestrians and cyclists, such as bicycle lanes, sidewalks, and wide multi-use paths.

These alternatives were presented to the public along with each option’s advantages, impacts, and costs for their consideration. The project stakeholders were then asked to rank their preferred cross-section for each of the study segments.

The concept plans presented in this section represent the highest ranking crosssections for each segment. (See Appendix A for details on the Alternatives Assessment process) Figure 3.1 shows the location and limits of the study area and individual study segments. Figure 3.2 on the following page summarizes the preferred concept plan for the study area. The remainder of this section describes the various segment recommendations, impacts, and costs in more detail.

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Figure 3.2: Preferred Concept Plan Summary

1

Western side from Hartford town line to Hemlock Ridge Dr: 5’ sidewalk. 4’ shoulder on both sides and one 11’ travel lane in each direction. Approximately 100’ pedestrian bridge to cross a brook on the west side.

1 Heml

ock R

idge

US 5– North

Dr

Preliminary Cost Estimate*

$835,000

5

2

2

Dothan Brook School

US 5– South Western side from Hemlock Ridge to Christian St: 5’ sidewalk. 4’ shoulder on both sides and one 11’ travel lane in each direction.

Preliminary Cost Estimate*

$638,000

3 Woodh av

en Dr

3

Christian Street North

an Stre

Christi

Western side: 5’ sidewalk, 3’ grass buffer, curb, one 10’ travel lane in each direction, with 2’ shoulder.

Preliminary Cost Estimate*

$189,000

et

4

4

Christian Street Central Western side, flat section: 5’ sidewalk, 5’ swale, one 10’ travel lane in each direction, with 2’ shoulder.

Western side, steep section: 5’ sidewalk, 3’ grass buffer, curb, one 10’ travel lane in each direction, with 2’ shoulder.

Chandler Rd

Preliminary Cost Estimate*

$858,000

5 5 We s

t

Christian Street South Western side: 5’ sidewalk, 3’ grass buffer, curb, one 10’ travel lane in each direction, with 2’ shoulder.

Bu

gb e Ce e Str ee ntr t al

Preliminary Cost Estimate*

Ea

st

20

Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

$296,000

Heml

ock R

idge

Dr

6

Bugbee Street West South: 5’ sidewalk, curb, 4.5’ existing shoulder. One 11’ travel lanes in each direction. North: 6.5’ existing shoulder.

5

Preliminary Cost Estimate*

Dothan Brook School

7 Woodh av

Bugbee Street Central/East Central

en Dr

Christi

South: 5.5’ colored shoulder. One 11’ travel lane in each direction.

an Stre

North: 5’ colored pavement shoulder.

et

East South: 6’ sidewalk, curb, 5’ shoulder. One 11’ travel lanes in each direction.

North: 10’ existing shoulder.

Preliminary Cost Estimate*

Chandler Rd

t

$568,000

*Preliminary cost estimates include design, construction, municipal project management, and construction inspection based on the concepts presented in this scoping study. See Table 3.16 for more detailed cost estimates.

6 We s

$292,000

Bu

gb

Ce

ee

ntr

al

7 Str

ee

t Ea

st

July 2013

3 Enhancement Concept

21

US 5 North Segment At the northern end of the project area is the US 5 North segment, which runs approximately 0.7 miles from Christian Street to the Norwich/Hartford town line just north of Olcott Drive. This section includes both commercial businesses and pockets of residential homes, including the Hemlock Ridge community and single family homes on Jericho Street.

Though there are fewer households with young children in this area, residents cited the desire to walk to nearby trails and northward to destinations such as the Norwich Farmers Market and King Arthur Flour. Additionally, the Town of Norwich received a Transportation Enhancement grant to do a similar scoping study for Route 5 north of the town line.

Constraints

• In order to accommodate a curbed concrete sidewalk in this segment, a closed drainage system will need to be installed to collect and process stormwater flows. Given the terrain in the area, we would anticipate discharging the stormwater flows into the Dothan Brook. The next phase of engineering assessment will need to examine opportunities for pre-treatment of the stormwater flows prior to discharge into the brook.

• There is a moderately large box culvert along this segment crossing the Dothan Brook between Barrister Drive and Hemlock Ridge Drive where US 5 narrows and is constrained by guardrails on either side of US 5. As part of the alternatives assessment process, several options

were examined to bypass this constraint, including a path running between Hemlock Ridge and Jericho Street and an overland trail between Olcott Drive and Billings Farm Road. Ultimately the project stakeholders determined that maintaining a sidewalk along US 5 was the preferable option. For the purposes of this Scoping Study, we have assumed that a separated pedestrian bridge of approximately 40 feet in length would be created to cross the brook. The next phase of engineering assessment includes evaluation of the specific impacts, implications, and costs of a pedestrian bridge in this area.

• North of the Dothan Brook crossing, the sidewalk may need to be shifted to accommodate utility poles adjacent to the road.

• The cross-section with a sidewalk located immediately adjacent to US 5 was selected in this area to minimize impacts on private property. The section between the Dothan Brook crossing and Barrister Drive has a fairly steep slope on the west side of the road. In order to fit a sidewalk into this section, either a retaining wall or significant slope work will be needed. The next phase of engineering assessment should evaluate the relative merits and impacts of a retaining wall and slope modification alternative in this section.

Figure 3.3: US 5 Looking South - Proposed Photo Rendering

Note: Figure not drawn to scale

22

Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

Proposed Section

Pedestrian Accessibility

The preferred alternative proposes a 5 foot curbed sidewalk and a 4 foot shoulder on the western side of US 5 from the Town line to the Dothan Brook School. In addition, the two travel lanes in each direction will maintain 11 feet widths in each direction, which will help slow traffic as they enter the project area from the north and create additional width for the wider shoulders. Since this segment will potentially connect to a proposed pedestrian facility in the Town of Norwich, the plan for this portion of the project should remain somewhat flexible to accommodate the ultimate configuration of the pedestrian facility along US 5 in Norwich.

The key feature for this segment is a simple curbed sidewalk that remains within the public right-of-way. A raised curb adds a vertical element to the roadway that calms vehicle speeds and also maintains a consistent measure of safety for pedestrians on the sidewalk. By having the sidewalk on the western side of US 5, residents of Hemlock Ridge, Valley Terrace, and Jericho Road will not need to cross the street in order to reach the Dothan Brook School or connect to the Wilder multi-use path. However, any potential connections to destinations on Olcott Drive, or to the Norwich Farmers Market or King Arthur Flour would need to cross US 5 at some point.

Figure 3.4: US 5 Proposed Section East

West

Width Varies Grass

5’ Sidewalk

4’ Shoulder White Line

11’ Travel Lane

11’ Travel Lane 50’ ROW

Width Varies Shoulder White Line

Note: Figure not drawn to scale

July 2013

3 Enhancement Concept

23

Christian Street Segment

Proposed Section

The Christian Street segment is the longest in length, running approximately 1.2 miles in a north-south direction from US 5 south to Bugbee Street. This segment largely serves the adjacent homes and nearby neighborhoods immediately adjacent to Christian Street (such as Woodhaven) and neighborhoods located off of Chandler Road and Brookside Drive. The north end of this segment connects with the northern terminus of the Wilder multi-use path.

The preferred alternative for the Christian Street segment proposes modifying the cross-section to accommodate two 10 foot travel lanes, 2 foot shoulders and a new 5 foot sidewalk on the west side of the road with a 0 – 3 foot grass buffer between the sidewalk and the edge of pavement. The grass buffer can be narrowed, widened, or eliminated to accommodate adjoining conditions, allowing for maximum versatility in construction. The narrow travel lanes along with painted shoulder markings, a new sidewalk, and raised curbs, will help calm the speed of traffic on this segment.

Constraints

There are several constraints within this segment that were factored into the selection of the preferred cross-section alternative.

• A line of utility poles runs along the eastern edge of Christian Street for the majority of this segment. Near the north end of this segment, the utility poles switch over to the west side of Christian Street, just south of Woodhaven Drive, where a low rock wall sits behind the line of utility poles on the west side.

• Just north of Chandler Road, there is a split rail fence lining the west side of Christian Street, approximately 12 feet from the current edge of pavement.

• Lastly, there four fire hydrants on the west side of Christian Street that are set back over 7 feet from the edge of pavement.

An alternative form of this proposed section is to transition from a curbed sidewalk to a non-curbed section in flatter portions (particularly in the middle portion of the segment), where stormwater can sheet flow into the 3 foot grass buffer zone for pre-treatment and infiltration. (Shown in Segment 4 in Figure 3.2). While this alternative would produce a cost savings by reducing the need to install a curb and additional stormwater drainage infrastructure, it would be a trade-off against having a consistent curbed sidewalk down the entirety of the length of this segment on Christian Street.

Pedestrian Accessibility

By adding a curbed sidewalk with a landscaped buffer on the west side of Christian Street along with a designated shoulder for experienced cyclists on both sides of the roadway, the proposed plan for the Christian Street segment will significantly improve safety and accessibility for pedestrians and cyclists in this area. The proposed improvements will also likely lead to reduced vehicle speeds as a result of the narrow travel lanes and curbed sidewalk.

Figure 3.5: Christian Street Looking North - Proposed Photo Rendering

Note: Figure not drawn to scale

24

Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

Figure 3.6: Christian Street Proposed Section - Curbed Sidewalk with Grass Buffer

5’ Grass

5’ Sidewalk

2’ 3’ Grass Shoulder White Line

West

East

10’ Travel Lane

10’ Travel Lane 50’ ROW

2’ Shoulder White Line

Note: Figure not drawn to scale

Figure 3.7: Christian Street Proposed Section - Sidewalk with Swale, No Curb East

West

3’ Grass

5’ Sidewalk

5’ Swale

2’ Shoulder White Line

10’ Travel Lane

10’ Travel Lane 50’ ROW

2’ Shoulder White Line

Note: Figure not drawn to scale

July 2013

3 Enhancement Concept

25

Bugbee Street Segment Serving as both a residential collector street and an important connector between Christian Street and US 5, Bugbee Street is the critical southern bookend to the project study area. Many local residents already walk on the shoulders of Bugbee Street to access destinations along US 5 including the Hartford Middle and High Schools. This segment runs a total of 0.73 miles in length and for the purposes of this study the segment was divided into three sections due to changes in the character of the roadway. The three sections are: • Bugbee Street West (1,315 feet): Between Sterling Springs Drive and Christian Street

• Bugbee Street Central (910 feet): Between Sterling Springs Drive and the I-95 Northbound off-ramp

• Bugbee Street East (1,650 feet): Between the I-95 Northbound off-ramp and US 5 With a posted speed of 45 miles per hour, Bugbee Street has the highest posted speed limit of the three segments within the project study area. The section of Bugbee Street between the I-91 off-ramps has been designated a High Crash Section and this area has had more vehicular crashes than any other location within the project study area. The majority of crashes can be attributed to excessive speeds, including single vehicle crashes where drivers failed to slow down in poor driving conditions. Given that many pedestrians and cyclists already use this segment of Bugbee Street, it is important to identify improvements to make this a safer route for those who wish to walk or bike.

Constraints

Bugbee Street West: Two residential communities have main entrances on Bugbee Street West and the existing shoulder varies from approximately 3.5 feet to 5.5 feet in width. The slopes are relatively gentle adjacent to the roadway, with drainage ditches collecting water run-off from the road. There are no guardrails in this portion of the Bugbee Street segment.

Bugbee Street Central: The Bugbee Street Central section is the narrowest of the three Bugbee Street sections with guardrails along both the north and south side sides of Bugbee Street through much of this section.

Bugbee Street East: The roadway width opens up significantly in this segment, with shoulders in each direction measuring approximately 9 to 11 feet in width. There are guardrails on both sides of Bugbee Street in this section, however the width of the pavement and shoulders keeps the guardrails from constraining any potential bicycle or pedestrian improvements.

26

Proposed Section The preferred plan for Bugbee Street proposes adding a curbed sidewalk along the southern edge of the roadway, where conditions allow, and enhancing the shoulders with colored paving in both directions to offer added visibility and safety for pedestrians and cyclists in the narrow guardrail-constrained sections. The travel lanes are narrowed from 12 to 11 feet to slow travel speeds to more contextappropriate speeds. In order to accommodate the different cross-sections proposed for Bugbee Street, a separate street section is presented for Bugbee Street West, Bugbee Street Central, and Bugbee Street East.

Bugbee Street West: This section proposes a 5 foot curbed sidewalk on the southern side of Bugbee Street, along with a 4.5 to 5 foot shoulder and 11’ travel lanes in each direction.

To accommodate the curbed sidewalk, a closed drainage system will be needed in this section.

Bugbee Street Central: This section traverses both I-91 off-ramp intersections and is also constrained by a narrow shoulder and guardrail on the west side of I-91. In order to accommodate the shoulder width and guardrail on the west side of I-91, the preferred section calls for 5 foot colored pavement integrated into the roadway shoulders to create a designated pedestrian and bicyclist space and visually narrows the roadway and signals to drivers to proceed with caution.

Bugbee Street East: The eastern section of the Bugbee Street segment is currently relatively wide which encourages vehicles to move at speeds higher than the posted 45 mile per hour speed limit. In order to calm traffic, better protect pedestrians, and make bicyclists more visible, the preferred section calls for splitting the existing 11 foot southern shoulder into a 5 foot bicycle lane/shoulder and a 6 foot sidewalk and maintaining the existing 10.5 foot northern shoulder as a wide striped bicycle lane. Similar to the rest of Bugbee Street, the two travel lanes will be narrowed to 11’ in each direction.

Pedestrian Accessibility

In addition to narrowing the travel lanes to reduce traffic speed, the concept plan establishes a safe and attractive path for both pedestrians and bicyclists along Bugbee Street.

A curbed sidewalk and continuous bicycle lane provides an important connection from Christian Street to the existing sidewalk on US 5 and links a relatively dense set of residential communities to Wilder and White River Junction villages as well as Hartford Middle and High Schools.

Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

Figure 3.8: Bugbee Street Proposed West Section

North

South

Existing Grade

5’ Sidewalk

4.5’ Existing Shoulder White Line

11’ Travel Lane

11’ Travel Lane Double Yellow

White Line

6.5’ Existing Grade Existing Shoulder Guardrail

50’ ROW

Note: Figure not drawn to scale

July 2013

3 Enhancement Concept

27

Figure 3.9: Bugbee Street Central Proposed Photo Rendering

Note: Figure not drawn to scale

Figure 3.10: Bugbee Street Central Proposed Section South

Existing Grade

5.5’ Colored pavement White Guard Line Rail

North

11’ Travel Lane

11’ Travel Lane Double Yellow

5’ Colored pavement White Guard Line Rail

50’ ROW

Note: Figure not drawn to scale

28

Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

Existing Grade

Figure 3.11: Bugbee Street East Proposed Photo Rendering

Note: Image mirrored to reflect the same direction of proposed cross-section line below

Figure 3.12: Bugbee Street East Proposed Section South

Guard Rail

6’ Sidewalk

5’ Shoulder

North

11’ Travel Lane White Line

11’ Travel Lane Double Yellow

White Line

10’ Existing Shoulder

Guard Rail

50’ ROW

Note: Figure not drawn to scale

July 2013

3 Enhancement Concept

29

Pedestrian Connections In order to maintain a smooth and safe transition between each segment and their connections to Dothan Brook School and existing sidewalks on US 5, three specific links were looked at in detail.

US 5 to Dothan Brook School The sidewalk along the west side of US 5 would continue across the frontage of Dothan Brook School, crossing the southern entrance of the school parking lot and then continuing westward in order to link up with the existing multi-use path on the southwest corner of the school. Where the multi-use path crosses Christian Street on the south side of US 5, the new sidewalk would continue south along the west side of Christian Street.

Figure 3.13: US 5 to Dothan Brook School Connection

He m lo ck dg e

Ri

Dothan Brook School Dr

Christian Street a il Tr e Farm Road

Proposed Sidewalk Proposed Crosswalk Existing Path

Bi llin gs

Wil de

rM

ul

ti -

Us

5

Christian Street to Bugbee Street At the intersection between Bugbee Street, Christian Street, and Brookside Drive, the crossings would be designated to connect the sidewalk from the south side of Bugbee Street directly across to Christian Street. Crossing Bugbee Street is a less favorable option due to the wider road width and higher vehicle volumes.

reet

Figure 3.14: Christian Street to Bugbee Street Connection

ian St

Proposed Sidewalk

ide Dr

Christ

Brooks

Proposed Crosswalk

Bu

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30

ee

St

Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

Bugbee Street to Route 5 Although outside of the project study area, it is important to consider connecting the proposed sidewalk on the south side of Bugbee Street to the existing sidewalk along the east side of US 5. An existing center median on the north side of the intersection would be a more favorable crossing point for pedestrians trying to get from Bugbee to the existing sidewalk on the east side of US 5. Additionally, a proposed sidewalk should be considered to extend along the west side of US 5 to connect to the park-and-ride and Advanced Transit stop at the corner of US 5 and Hewitt Street. A crosswalk at Hewitt St would help link both the sidewalks on both sides of US 5.

Figure 3.15: Bugbee Street to Route 5 Connection

Bu

Proposed Sidewalk

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Proposed Crosswalk

St

Existing Sidewalk

Hew

itt S

July 2013

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Park-

and-R

ide

5

3 Enhancement Concept

31

Cost Estimates The construction cost estimates in Table 3.17 show a summary of the costs associated with improvements of each segment of the study area. The cost estimates are based on recent bid pricing and unit costs for bicycle and pedestrian facilities and account for final design, permitting, construction, construction inspection, and construction contingency.

Phasing Figure 3.16: Dothan Brook School PTO Meeting Results – March 14, 2013

The preferred segment alignments and cross-sections were presented at the Dothan Brook School PTO meeting on March 14, 2013. Following the presentation and discussion of the merits of each segment, the parents in attendance were asked to vote on which segment they felt was the highest priority to construct first. The parents voted overwhelmingly for Segment #4 (Woodhaven Drive to Chandler Road), with 18 of the 22 votes going to Segment #4. The parents felt that this segment would be most beneficial for school children and local residents. It was acknowledged that Segment #3 (Wilder multi-use path to Woodhaven Drive) would also need to be constructed in tandem (or prior to) Segment #4 to ensure a continuous connection to the school and multi-use path.

The identified improvements and draft Scoping Study were presented to the public at a Hartford Selectboard meeting on June 11, 2013 (see Appendix B for a summary of the meeting). Following the presentation of the draft Scoping Study, there was significant discussion relating to the configuration and phasing of improvements. The result of the discussions yielded the following phasing recommendations: • US 5 segments: Wait for Norwich sidewalk scoping study to be completed to ensure facility alignment at the Town line.

• Christian Street segments: Additional public discussion needed to justify sidewalk connection and verify community support.

• Bugbee Street segments: Pursue funding for final design and construction of Bugbee Street segments from Christian Street to US 5.

The Selectboard voted unanimously at their June 11, 2013 meeting to accept this Scoping Study as presented with the final report to incorporate comments offered by the public and Selectboard at the June 11 meeting (see Appendix B).

32

Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

July 2013

3 Enhancement Concept

33

1 2 3 4 5 6 7 8 9 10 11 12 13 14

Segment Length (ft)

2250

$ 638,000

Total Cost for Design & Construction $ 835,000

1300

$ 88,000 $ 44,000 $ 66,000

10 40 15 35 150 30 75 3,000 60 120 30,000 5 8% VAR

Price

Engineering (20%) $ 115,140 Municipal Project Management (10%) $ 57,570 Construction Inspection (15%) $ 86,355

$ $ $ $ $ $ $ $ $ $ $ $

$ 352,000 $ 88,000 $ 440,000

Unit CY CY CY CY TON LF SY EA SF SF MI SY LS LS Subtotal $ 460,500 Contingency (25%) $ 115,200 Total Estimated Construction Cost $ 575,700

Common Excavation Solid Rock Excavation Trench Excavation Subbase of DGCS Bituminous Concrete Granite Curb 5" Concrete Sidewalk New Catch Basin Gravity Block Retinaing Wall Pedestrian Bridge Colored Asphalt Bike Lane Topsoil / Seed / Mulch Mobilization/Demobilization Traffic Control

Segment 2 US 5 South Quantity Total 750 $ 7,500 22 $ 889 2000 $ 30,000 778 $ 27,222 280 $ 42,000 2250 $ 67,500 1250 $ 93,750 9 $ 27,000 0 $ 0 $ 0 $ 1000 $ 5,000 1 $ 26,070 1 $ 25,000

Segment 1 US 5 North Quantity Total 1733 $ 17,333 89 $ 3,556 1156 $ 17,333 449 $ 15,728 165 $ 24,750 1300 $ 39,000 722 $ 54,167 5 $ 15,600 1600 $ 96,000 1000 $ 120,000 0 $ 578 $ 2,889 1 $ 34,110 1 $ 20,000

800

$ 189,000

$ 26,060 $ 13,030 $ 19,545

$ 104,200 $ 26,100 $ 130,300

Segment 3 Christian St North Quantity Total 474 $ 4,741 4 $ 148 711 $ 10,667 99 $ 3,457 25 $ 3,750 800 $ 24,000 444 $ 33,333 3 $ 9,600 0 $ 0 $ 0 $ 356 $ 1,778 1 $ 7,720 1 $ 5,000

Curbed Uncurbed

4025 3225 800

$ 858,000

$ 118,280 $ 59,140 $ 88,710

$ 473,100 $ 118,300 $ 591,400

Segment 4 Christian St Central Quantity Total 2385 $ 23,852 37 $ 1,481 3578 $ 53,667 497 $ 17,392 130 $ 19,500 3225 $ 96,750 2236 $ 167,708 13 $ 38,700 0 $ 0 $ 0 $ 1789 $ 8,944 1 $ 35,040 1 $ 10,000

1275

$ 296,000

$ 40,740 $ 20,370 $ 30,555

$ 162,900 $ 40,800 $ 203,700

Segment 5 Christian St South Quantity Total 756 $ 7,556 6 $ 222 1133 $ 17,000 157 $ 5,509 40 $ 6,000 1275 $ 38,250 708 $ 53,125 5 $ 15,300 0 $ 0 $ 0 $ 567 $ 2,833 1 $ 12,070 1 $ 5,000

2220 370

$ 568,000

$ 78,280 $ 39,140 $ 58,710

$ 313,100 $ 78,300 $ 391,400

Segment 7 Bugbee St East Quantity Total 658 $ 6,578 0 $ 1973 $ 29,600 274 $ 9,593 270 $ 40,500 2220 $ 66,600 1233 $ 92,500 9 $ 26,640 0 $ 0 $ 0.07 $ 2,102 740 $ 3,700 1 $ 23,190 1 $ 12,000

1275 Colored Pavement

$ 292,000

$ 40,180 $ 20,090 $ 30,135

$ 160,700 $ 40,200 $ 200,900

Segment 6 Bugbee St West Quantity Total 378 $ 3,778 4 $ 148 1133 $ 17,000 157 $ 5,509 40 $ 6,000 1275 $ 38,250 708 $ 53,125 5 $ 15,300 0 $ 0 $ 0 $ 425 $ 2,125 1 $ 11,900 1 $ 7,500

Project: Christian Street, Bugbee Street, US 5 Bicycle and Pedestrian Scoping Study

Table 3.17: Cost estimates for US 5, Christian Street, Bugbee Street Bicycle and Pedestrian Improvements

Appendix A: Alternatives Assessment US 5 SIDEWALK ALTERNATIVES

US 5

The consultant team and project stakeholders looked into the following alternative approaches for US 5 and Christian Street:

US 5

Christian Street



• 5’ sidewalk, 5’ swale, and 2’ shoulder on the western edge • 5’ sidewalk and 4’ shoulder on the western Please mark “edge “ the sidewalk approach you think is best for US 5 between • 10’ multi-use bituminous concrete surface path, with 4’ • 5’ sidewalk, 4’ shoulder on the eastern edge Christian Street and Olcott Drive. vegetated buffer, and 2’ shoulder on western edge

US 5 SIDEWALK ALTERNATIVES

US 5

Option 1: Sidewalk & Shoulder - West Side

Vote for this option

Figure A1: US 5 Alternatives

• 5’ sidewalk, 3’ grass buffer, and 2’ shoulder on the western Option 2: Sidewalk & Shoulder - East Side edge

Vote for this option



Please mark “ “ the sidewalk approach you think is best for US 5 between Christian Street and Olcott Drive.

Option 1: Sidewalk & Shoulder - West Side West

Option 2: Sidewalk & Shoulder - East Side

East

West

Vote for this option

4’ 11’ Travel Lane 5’ Sidewalk Shoulder White Line

5’ Grass

West

4’ 11’ Travel Lane 5’ Sidewalk Shoulder White Line

5’ Grass

East

Vote for this option

11’ Travel Lane

Varies Shoulder White Line

Varies 11’ Travel Lane Shoulder White Line

East

West

11’ Travel Lane

Varies Shoulder White Line

Varies 11’ Travel Lane Shoulder White Line

11’ Travel Lane

5’ 4’ Sidewalk Shoulder White Line

5’ Grass

5’ 4’ Sidewalk Shoulder White Line

5’ Grass

East

11’ Travel Lane

Note: Figure not drawn to scale

Benefits: COST:

$$

Maintenance: Comments?

Benefits:

July 2013

COST:

Benefits:

$$

COST:

$

$$

Maintenance: Benefits: COST:

$

Appendix A Alternatives Assessment

$$

A1

SIDEWALK ALTERNATIVES Option 2: Multi-use path & Grass Buffer

Please rank

Please rank

CHRIS TIAN S T

Option 1: Sidewalk & Swale

Option 3: Sidewalk & Grass Buffer

Please rank

Please rank which you think is the best approach, with “1” indicating the best, a “2” indicating the next best, and a “3” for the least desired approach.

Figure A2: Christian Street Alternatives Option 1: Sidewalk & Swale West

Please rank

Option 2: Multi-use path & Grass Buffer

East

West

Please rank

Option 3: Sidewalk & Grass Buffer West

East

East

Please rank

Temporary Construction Easement(s) May be Needed

5’ 2’ 10’ Travel Lane 10’ Travel Lane 2’ 5’ 3’ Shoulder Grass Sidewalk Swale Shoulder 24’ Paved ROW White Line White Line

West

10’ 3’ 2’ 10’ Travel Lane Multi-Use Path Buffer Shoulder White Line

East

West

10’ Travel Lane 2’ Shoulder White Line

5’ 3’ 2’ 10’ Travel Lane 5’ Grass Sidewalk GrassShoulder White Line

West

East

10’ Travel Lane 2’ Shoulder White Line

East

Temporary Construction Easement(s) May be Needed

5’ 2’ 10’ Travel Lane 10’ Travel Lane 2’ 5’ 3’ Shoulder Grass Sidewalk Swale Shoulder 24’ Paved ROW White Line White Line

Benefits: COST:

Benefits:

$$

Maintenance:

COST:

$

Comments?

Benefits: COST:

$$$$

Maintenance:

COST:

$

5’ 3’ 2’ 10’ Travel Lane 5’ Grass Sidewalk GrassShoulder White Line

COST:

$$$

$$$

Maintenance:

COST:

$$$

$$$

Maintenance:

Comments?

A2

$$$

Benefits:

$$$$

Maintenance:

10’ Travel Lane 2’ Shoulder White Line

Benefits:

Benefits:

$$

Maintenance:

10’ 3’ 2’ 10’ Travel Lane Multi-Use Path Buffer Shoulder White Line

Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

$$$

10’ Travel Lane 2’ Shoulder White Line

Bugbee Street Instead of looking at a single alternative strategy that could be applicable to the entire stretch of Bugbee Street, the project team explored varying approaches to improving three separate segments. Project stakeholders agreed with this approach given the fluctuating conditions and constraints along the stretch of Bugbee Street. After some initial discussion of whether the sidewalk would be better situated on the north versus the south side of Bugbee Street, the project team concluded that the south side had the advantage of less linear footage of guardrail.

July 2013

Appendix A Alternatives Assessment

A3

Table A3: Alternatives Evaluation Matrix reflects the considerations for each of the alternatives and assesses the level of engineer, environmental impacts, and permitting needed, in addition to total construction and maintenance costs.

Table A3: Alternatives Evaluation Matrix

COST (order of magnitude)

US 5 Sidewalk on West

Sidewalk on East

Preliminary Cost Estimate (final design, construction, inspection, contingency)

$831,700

$839,000

Annual Town Maintenance Costs (surface repair, plow, striping, signs, sweeping, etc.)

$33,268

$33,560

$864,968

$872,560

West: 5’ sidewalk, 4’ shoulder One 10’ travel lane in each direction

East: 5’ sidewalk, 4’ shoulder One 10’ travel lane in each direction

No

No

Sidewalk on west side

Sidewalk on east side

Total

ENGINEERING

Typical Section

Alignment Change Bicycle/Pedestrian Access Hydraulic Performance Utilities Agricultural Lands

Curb and catch basin

Curb and catch basin

Poles next to Dothan Brook School

Poles on east side between Dothan Brook School and town line

Yes, Statewide

Archaeological Historic Structures/Sites

No Potential

Hazardous Materials

No

IMPACTS

Floodplain Fish and Wildlife

No Potential: adjacent to deer wintering area

Rare, Threatened & Endangered Species

No

Public Lands - Section 4(f) Land & Water Conservation Fund Program (LWCP) Section 6(f)

PERMITS

Noise Wetlands

No

Act 250

No

401 Water Quality

No

404 Corps of Engineers Permit

No

Stream Alteration

No

Conditional Use Determination

No

Storm Water Discharge

No

Shoreland Encroachment

No

Threatened & Endangered Species

No

VTrans ROW Permit

Yes

State Historic Preservation Office Clearance

Potential

NEPA Category

A4

Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

CE

Christian St

Bugbee St

Option 1: Grass/Sidewalk/ Swale

Option 2: Multi-use Path/ Green Buffer

Option 3: Grass/Sidewalk/ Grass

West: Sidewalk/Shoulder

Central: Colored Paving

East: Sidewalk/Shoulder

$624,000

$1,653,600

$1,360,320

$287,420

$9,307

$364,875

$24,960

$66,144

$54,413

$11,497

$279

$14,595

$648,960

$1,719,744

$1,414,733

$298,917

$9,586

$379,470

West: 5’ sidewalk, 5’ swale One 10’ travel lane in each direction, with 2’ shoulder

West: 10’ multi-use bituminous concrete surface path, 3’ vegetated buffer One 10’ travel lane in each direction, with 2’ shoulder

West: 5’ sidewalk, 3’ grass buffer One 10’ travel lane in each direction, with 2’ shoulder

South: 5’ sidewalk, 4.5’ existing shoulder One 11’ travel lanes in each direction Northside: 6.5’ existing shoulder

South: 5.5’ colored thermoplastic shoulder One 11’ travel lane in each direction North: 5’ colored pavement shoulder

South: 6’ sidewalk, 5’ shoulder One 11’ travel lanes in each direction Northside: 10’ existing shoulder

No

No

No

No

No

No

Sidewalk on west side

Multi-use Path on west side

Sidewalk on west side

Sidewalk on south side, Bike shoulder

Colored paving shoulder

Sidewalk on south side, Bike shoulder

Swale

Curb and catch basin

Curb and catch basin

Curb and catch basin

Existing run-off

Curb and catch basin

Utility Pole on west side

Utility Pole on west side

Utility Pole on west side

N/A

N/A

N/A

July 2013

Yes, Prime, Statewide

Yes, western corner - statewide

No

No

No

No

No

No

No

No

Potential: adjacent to deer wintering area

No

No

No

No

No

No

No

No

No

No

No

No

No

No

No

Potential

No

No

No

No

No

No

Yes

No

No

CE

CE

Appendix A Alternatives Assessment

A5

Appendix B: Public Outreach Local Concerns Meeting – December 8, 2011 The first public meeting was held at the Dothan Brook School. Residents of the Town of Hartford and friends and families of the Dothan Brook School were invited to attend and discuss sidewalk and bicycling conditions along the three segments of the project corridor. The purpose of the meeting was to collect early input on thoughts, issues, and recommendations from the public. The most important goal for participants was to promote alternative modes of accessibility, particularly on Christian Street and Bugbee Street. Maintenance and operational costs was also a concern for residents. (See Table B1) The majority of participants travel through this project area by car, but there were also a number of residents who walk and bike along the project corridors and expressed their concern about safety, with lack of sidewalks and visibility. (See Table B2)

A follow-up online web survey was distributed by the Town of Hartford in order to reach constituents who were unable to attend the meeting, which generated responses from 22 individuals. The top objective for respondents was to add a separated paved/concrete sidewalk for pedestrians, such as raised curb with a green planting strip, on Christian Street.

Though all 22 respondents typically drive in the project area, many of their comments expressed concern for pedestrian safety and visibility and felt that a sidewalk was needed, particularly along Christian Street.

PUBLIC MEETING

Christian Street • Bugbee Street • US 5 PEDESTRIAN AND BICYCLE STUDY

Come join us to discuss and identify ways to improve the safety and experience traveling to and from the Dothan Brook School.

Thursday, December 8th, 2011 - 6:00 pm at the Dothan Brook School

*Light Refreshments will be provided!

STUDENT SAFETY

BIKE LANES

The Christian Street|Bugbee Street|US 5 Bicycle and Pedestrian Plan is made possible with participation from the following agencies:

For more information, contact: Matt Osborn, Town of Hartford Planner • 802-295-3075 • mosborn@hartford-vt.org

Table B1: Workshop 1 Results – Goals and Objectives Goals Enhance pedestrian and bicycle safety for students

Promote alternative modes of accessibility ( e.g. walking, bicycling, bus) Make the pedestrian and bicycle route sustainable and maintainable

July 2013

Objectives Add a separated sidewalk for pedestrians and cyclists

US 5

Christian St

Bugbee St

Total

2.5

4

5.5

12

Add a separated trail for pedestrians and cyclists

1

2

0.5

3.5

Create a seamless pedestrian and bike connection from surrounding neighborhoods to the Dothan Brook School

3

3

4

10

Reduce physical, visual, and operational barriers for pedestrians and cyclists

3

1

0

4

Construct wider shoulders to accommodate bicyclists

5

8

7

20

Provide connections, where possible, to other existing trails

1

2

1

4

Provide a comfortable and informative waiting shelter at popular transit stops

2

0

0

2

Minimize maintenance and operational costs, considering its use in all seasons and conditions

3

6

4

13

Allow for versatility in its use and design with adjacent developments

0

0

0

0

Be compatible with the surrounding natural and built environment

0

0

0

0

Appendix B: Public Outreach

B1

Table B2: Workshop 1 Results – Current Experiences Mode: I usually

Bugbee St Car

Which one(1) mode would you like to see better accommodated on each of the three segments and how?

US 5

7

8

How?

What are major obstacles you currently encounter along the 3 segments?

Christian St 6

Cars/traffic/driving too fast Too dark to see people safely on all 3 roads

6 Sidewalk (6)

Walk

Bike

Transit

4

2

2

4

0

1

4

0

1

3

Path (2)

Visability and space

Wide Shoulder

No lights at night,mostly

Connect Norwich Dan+Whit’s all the way to Dothan Brook by way of sidewalk and crosswalks

No sidewalks both Bugbee and Christian

Totally dark on major stretches of Route 5 very dangerous to bike before dawn or after dark

1

1

I’d like to see Advanced Transit make at least one AM and one afternoon loop down Bugbee and Christian ・Need a shelter and some lighting, with bus schedule posted, at DBS stop and Green line Northbound stop is especially dark.

Figure B3: Public Meeting Interactive Boards Results

B2

Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

PTO Meeting – March 19, 2012 In order to obtain targeted feedback from parents of students at the Dothan Brook School, the consultant team presented preliminary proposed sidewalk treatments for Christian Street and Bugbee Street at a scheduled PTO meeting. The parents provided valuable feedback on the desired type and location of those sidewalks.

Figure B4: PTO Meeting Results

Christian Street, Bugbee Street, US 5 Pedestrian and Bicycle Study Maintain 11’ lanes, 23’ shoulders.

Examine curb + sidewalks on either west or east side

Curb & Concrete Sidewalk – no separating grass strip 1) Sidewalk & Curb 2) Sidewalk & Buffer 3) Multi-use path All on west side

Curb and sidewalk on south side. Varying shoulder widths for bicycles. Painted shoulder section.

Asphalt Sidewalk – with separating grass strip, no curbs

10’ Asphalt Multi-use Path – with separating grass strip, no curbs

July 2013

Appendix B: Public Outreach

B3

Alternatives Public Meeting – April 23, 2012 The consultant team invited all Hartford residents and friends of the Dothan Brook School to attend a public meeting to discuss the alternative approaches to enhancing the pedestrian and bicycling conditions, particularly on US 5 and Christian Street. RSG also presented the concept for the three segments of Bugbee Street at this meeting. This was a follow-up meeting based on the input from the first public meeting and the PTO meeting. RSG presented an overview of the feedback received and a lively discussion followed where interested parties voiced their thoughts on each alternative and ranked their preferences.

As shown in Table B5: Alternatives Rankings, there was not a clear favorite option for Christian Street, as people balanced the relatively lower costs for Option 1 against the safety of having a curbed, albeit more expensive, sidewalk in Options 2 and 3. The project team ultimately decided in favor of Option 2 with a curbed sidewalk for the majority of the Christian Street segment. This option received the second highest number of top ranking and was a balance between Options 1 and 3. For US 5, meeting participants overwhelmingly favored having the sidewalk on the west side of the road.

Table B5: Alternatives Rankings

Ranked

B4

Christian Street Option 1

Option 2

US 5

Option 3

West

East

1

37%

30%

26%

67%

7%

2

15%

4%

48%

n/a

n/a

3

22%

37%

7%

n/a

n/a

None

26%

30%

19%

33%

93%

Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

Figure B6: Christian Street - Alternatives Ranking Feedback

Christian Street ‐ Alternatives Ranking

30

25

5 7

8 2

20

6

No Answer Rank 3

15 10

13

4

Rank 2 Rank 1

10 1

5

10 8

7

0 Option 1

Option 2

Option 3

Figure B7: US 5 - Alternatives Ranking Feedback

US 5 ‐ Alternatives Ranking

20

18

16

14

12

10

Rank 1 18

8

6

4

2 2 0 West

July 2013

East

Appendix B: Public Outreach

B5

Notes from Presentation to Hartford Selectboard - June 11, 2013 Matt Osborn opened the presentation with a brief overview of the project background, including a listing of key milestones that have led to the current Scoping Study effort. David Saladino then presented a summary of the project status to date, an overview of the public outreach conducted during the course of the project, and a detailed presentation of the preferred alignment and crosssections identified for the US 5, Christian Street, and Bugbee Street segments. David concluded his presentation with a summary of next steps and opportunities for funding future improvements.

Following the presentation, a number of questions and comments were offered by attendees and by members of the Selectboard. Questions, comments and responses are summarized below.

• Question: Interested in bicycle improvements. Asked if a bicycle path was considered on the US 5 segment, since avid bicyclists will not want to use the proposed sidewalk in this segment.

Response: A bicycle path and full bicycle lanes were evaluated in this segment but not advanced due to right-of-way, environmental impacts, and cost constraints.

• Comment: Strongly supports walking and bicycling to promote more healthy communities

• Comment: Feels that the proposed improvements are too expensive. Would prefer wider shoulders over new sidewalks. Feel that sidewalks would change the character of the area – particularly along Christian Street.

• Comment: Generally supportive of the project and recommendations.

• Comment: Concerned about breathing fumes when walking on sidewalk along US 5. Questions whether this is good for health.

• Comment: Concerned that identified improvements are too expensive and will change character of the area – particularly along Christian Street. Concerned about taxes increasing to pay for sidewalk. Noted that if he wanted to live near sidewalk, he would have moved to downtown WRJ or Lebanon. Would prefer to see widening of Christian Street shoulders over new sidewalk.

• Comment: Concerned about cost of identified improvements. Noted that priority should be to calm traffic speeds on Christian Street.

• Comment: Concerned about cost of identified improvements. Don’t need sidewalk on every street in town. Feels that sidewalk would adversely impact the scenic and natural beauty along Christian Street.

• Comment: Concerned about the impact of the sidewalk on her property.

• Comment: Concerned about children’s safety along Christian Street due to sight distance limitations, vehicle speeds, and the number of vehicles.

• Comment: Noted that Christian Street is a rural setting. A sidewalk is not appropriate in this area. Residents of Christian Street do not support the sidewalk project.

• Comment: Would prefer sidewalk or some other improvement to accommodate pedestrians and bicycles more safely along Christian Street.

• Comment: Sidewalks are important for accessing public transit on Route 5.

• Comment: Concerned with limited visibility for vehicles pulling onto Christian Street from Chandler Street.

• Comment: Supports reducing posted speed limit to 30 miles per hour along US 5 at Dothan Brook School.

• Comment: Feels that sidewalks along Christian Street would make walking much safer.

• Comment: Prefers to see widening of Christian Street shoulders rather than spending significant money to construct a sidewalk.

B6

Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

6/26/2013

Figure B8: June 11, 2013 Selectboard Meeting Presentation Project Background 

This project is focused on identifying bicycle and pedestrian improvements along US 5, Christian Street, and Bugbee Street



Historic Context:  1993 Dothan Brook School Constructed  2001 Wilder Multi-Use Path completed  2002 Scoping Study for Bike/Ped Improvements in Northern Section  2007 Dothan Brook School Travel Plan Completed  2007 Received SRTS Infrastructure grant for improvements in Wilder  2009 US 5 Paving Project adds 1-2’ shoulders  2010 Safe Routes to School Grant (this study)

Selectboard Meeting June 11, 2013



GOALS:  

Improve pedestrian and bicycle access to Dothan Brook School Improve pedestrian and bicycle connections to Norwich and Tafts Flats/High School area.



2

Project Status

Public Outreach



Project Kick-Off (October 2011)



Existing Conditions Assessment



Public Meeting #1 – Local Concerns (Dec 2011)



PTO Meeting #1 (January 2012)



Alternatives Assessment



PTO Meeting #2 (March 2012)



Public Meeting – Alts Assessment (April 2012)



Draft Scoping Report



PTO Meeting #3 (March 2013)



Draft Final Scoping Report



Selectboard Presentation (Today)



Final Report (Summer 2013)



Two Public Meetings ; Three PTO Meetings; On-line Survey; Stakeholder Outreach

6/26/2013 3

Three segments: US 5, Christian Street, and Bugbee Street

4

US 5 Segment

1

 

 

                 

 5

Alternatives Assessment

6

US 5 – Preferred Cross-Section

   

7

July 2013

8

2 Appendix B: Public Outreach

B7

6/26/2013

Christian Street Segment

Alternatives Assessment  

9

Christian Street: Sidewalk with Curb & Swale

10

Christian Street – Looking North

11

Bugbee Street Segments

12

Bugbee Street – Proposed Sections  

Bugbee West









Bugbee Central

3 Bugbee East

13

Bugbee Street East Segment – Looking East

14

Bugbee Street Central Segment

15

B8

6/26/2013

Christian Street • Bugbee Street • US 5 | Bicycle and Pedestrian Scoping Study

16

4

6/26/2013

Project Priorities ( PTO Meeting March 2013)

Next Steps  Selectboard Presentation (Today)

 

  

 Final Report (Summer 2013)  Funding Opportunities: 

 

Need segment 3 &4 together to provide connectivit y.

Total = $1,000,000

 

Two VTrans bike/ped funding cycles per year Typically 4 year program for final design > construction (using Federal funds) Given scope and costs, phased implementation recommended.

17

5

July 2013

Appendix B: Public Outreach

B9

Resource Systems Group, Inc 55 Railroad Row White River Junction, VT 05001 www.rsginc.com