Androscoggin Greenway Plan Wright-Pierce

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January 2013

Androscoggin Land Trust

Androscoggin River Greenway Plan

Land Use Planning and Development

Androscoggin River Greenway

Androscoggin River Greenway

Table of Contents

Acknowledgements Executive Summary

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Section 1

Greenway Vision and Background 1.1 Greenway Vision and History 1.2 Existing Greenway Trails 1.3 Greenway Maps: Existing Conditions

Section 2

Proposed Greenway Improvements 2.1 Objectives for the Greenway 2.2 Integration with Other Plans 2.3 Greenway Description 2.4 Greenway Needs and Opportunities 2.5 Greenway Maps: Proposed Trails & Access

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Proposed Segment Descriptions 3.1 List of Greenway Segments 3.2 Greenway Segments Descriptions

Section 4

Implementation

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4.1 Roles and Responsibilities 4.2 Approach and Phasing 4.3 Funding Opportunities

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Section 3

Appendix

Table of Contents

5.1 Trail Surfacing Options 5.2 Summary of Public Input 5.3 Existing Plans and Resources 5.4 Trail Amenities 5.5 Draft Signage Plan Excerpts

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Androscoggin River Greenway

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Acknowledgements

Funding for this plan was provided by the Environmental Funders Network through the Quality of Place Initiative The plan was commissioned by the Androscoggin Land Trust and was field researched, developed and compiled and prepared by Amanda Bunker, Planner, and Jennifer Claster, Landscape Architect, of Wright‐ Pierce in Topsham, Maine.

The plan was reviewed by the Lewiston‐Auburn Bicycle Pedestrian Committee and the ATRC Long Range Bike‐ Ped Plan Advisory Committee.

The plan was adopted by the Lewiston City Council on______________ and the Auburn City Council on______________.

The following organizations and individuals went above and beyond offering their time and insights as they project moved forward: National Park Service – Julie Isbill City of Lewiston – David Hediger City of Auburn – Eric Cousens AVCOG/ATRC – Joan Walton Lewiston‐Auburn Bike‐Ped Committee – Craig Saddlemire Maine Center for Disease Control – Doug Beck United New Auburn Association – Stephen Martelli Museum LA – Alan Elze Tree Street Center – Julia Sleeper American Society of Landscape Architects – Maine Chapter Goody‐Clancy – Lewiston Riverfront Island Study Consultants Hilton Garden Inn Auburn Riverwatch – Amanda Theberge Dempsey Challenge – Wendy Tardif Rainbow Bicycles – John Grenier Hillside Family Riders – Lewiston Snowmobile Club

Thanks go to the City staff and community volunteers for their work, and to the citizens who participated in the public outreach efforts and meetings, and who provided input.

Acknowledgements

Androscoggin River Greenway

Androscoggin River Greenway

Executive Summary

The Androscoggin River Greenway Plan builds on the originally developed vision for the Greenway in Lewiston and Auburn, and creates a more well‐defined and implementable working plan. It is a plan based in community dialogue and consensus, which has built broad support for the plan from numerous constituents in Lewiston and Auburn – both individuals and organizations, and from public, private, and non‐profit sectors.

This broad support and involvement is critical to the success of the Greenway as a regional effort, as it is the public support and community partnerships that will turn this plan into reality. In particular, the implementation of the Greenway is largely dependent on continued collaboration between the Androscoggin Land Trust, the City of Lewiston, and the City of Auburn.

Over a period of about a year, the Greenway Plan evolved from a broad discussion of pedestrian, bike and river access and connectivity, to a more closely defined network of trails that follow and connect to the Androscoggin River corridor, paralleled by a water trail that provides continuous access north to south. Some of the key concepts represented in this plan are:

 Primary emphasis is placed on Greenway routes/connectivity being along the river corridor – connections between the river corridor and surrounding destinations or neighborhoods are important, but should be addressed through other municipal planning efforts and project development. 

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There is an overarching significance to the long‐term regional connectivity of the Greenway, for trails

Executive Summary

Androscoggin River Greenway

and continuous water access – in particular connectivity north to the Riverlands State Park and Jay/Livermore Falls area, and south to Lisbon/Topsham and the Midcoast. 

While the Androscoggin Land Trust has been championing the Greenway Plan, implementation depends largely on the Cities of Lewiston and Auburn incorporating the proposed trails and improvements into their municipal plans, projects, and budgets. The newly formed Lewiston‐Auburn Bike‐Ped Committee is seen as having an important role in facilitating this.

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The trails and water facilities proposed in the plan are well‐defined, but still conceptual – maps indicate a potentially feasible route, but it is assumed that refinements to the final layout will happen during the design and engineering phases.

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This is a long‐term plan, representing a great deal of time, energy, and funding – the challenge will be to steadily “plug away” at implementation, being sure to celebrate each new piece as it comes into place and brings the community one step closer to achieving the vision. The plan also notes the importance of being “opportunistic” in not discounting unanticipated opportunities to implement pieces of the Greenway that may have been envisioned for a later phase.

The following briefly summarizes the different sections of this plan:

Section 1 of this plan provides background information on the Androscoggin Greenway, such as the original vision (developed in 1996) and the history of efforts leading up to the development of this plan, as well as a summary of existing trails along the Greenway corridor.

Section 2 is an overview of the proposed Greenway improvements, including many of the overarching objectives and planning themes discussed by the community. This information is meant to provide guidance in decision‐making regarding the Greenway, and to provide supporting content that may be used to seek funding for Greenway implementation.

Section 3 provides a brief description and information for each of the proposed Greenway segments and river access facilities. This section is meant to provide specific, guiding information as to how each segment or facility has been envisioned, as well as anticipated design and construction issues. It is expected that the conceptual layout for these segments and facilities will be subject to changes when each is more fully developed and designed.

Section 4 discusses a general approach to phasing and implementation of the Greenway Plan, in addition to an overview of some of the funding sources in Maine that are typically used to fund trails improvements.

Executive Summary

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Androscoggin River Greenway

Section 1 – Greenway Vision and Background

1.1 Greenway Vision and History

The Androscoggin, Maine's third largest river, connects the Rangeley Lakes near the Canadian border in Northwestern Maine with New Hampshire's White Mountains, mingling with the Atlantic in Merrymeeting Bay at its mouth between the towns of Brunswick and Topsham.

Noted by early settlers for its abundance of fish, as early as 1788 its fishing stock was considered to be imperiled by uncontrolled seining, out of season fishing, and the construction of weirs. In the early 1800's illegal mill dams halted the running of Atlantic salmon, sturgeon and other fish up the Androscoggin and its tributaries. The 1800's were a time of great industrialization, bringing the construction of textile and lumber mills along the river, and especially between Lewiston and Brunswick. In the early 1900's, vast pulp and paper mills were erected in New Hampshire and in the Maine towns of Rumford and Jay, adding their effluent to the pungent brew that already characterized the polluted river, which had, by this time, received municipal waste and textile mill byproducts for many years.

The construction of hydroelectric dams in the 1930's impounded the river between Lewiston and Livermore Falls, creating Gulf Island Pond. By the 1960's, most fish and other aquatic species had been obliterated.

The Androscoggin Land Trust (ALT) is a non‐profit organization that exists to preserve land, promote understanding of the region's natural resources, and promote balanced growth within Androscoggin County.

In 1992, the ALT began the Androscoggin Greenways project in cooperation with residents, landowners, municipalities, businesses, and government agencies, with the aim of transforming the Androscoggin River from the polluted liability it had become to a treasured community asset. Building on the moderate improvements in water quality that resulted from the passage of the Clean Water Act in 1977, it sought to reconnect the populations of the riverside communities of southern Androscoggin County with this significant natural resource.

In its 1996 document "Androscoggin Greenways: Benefits of a River Corridor" (produced in collaboration with the National Park Service), the project expressed the following goals:    

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Preserve open space along the Androscoggin River and its tributaries; Revitalize the urban waterfronts of Lewiston‐Auburn and Lisbon; Create access to the river and its tributaries for recreation and transportation; Provide a riverfront setting for community life.

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Androscoggin River Greenway

Flowing between the twinned downtowns of Lewiston and Auburn, the River touches the lives of the inhabitants of the second largest municipal area in the State of Maine. By improving access both to and along the river, the Greenway stands to connect this largely urban population with the relatively undeveloped land located just minutes up‐ or downstream. Offering recreation and an opportunity for a restorative break from the everyday, the river will serve as a catalyst for the downtowns' economic revitalization, and provide a focus for community events.

In 1995, with help from Bates College, the Androscoggin Greenways project surveyed residents to gauge the economic value of the river. 500 households chosen at random from the communities of Auburn, Lewiston, Turner, Greene, and Leeds expressed an interest in paying a low annual fee to preserve open space and improve water quality. In a second survey of 552 households, it was discovered that most people did not recreate on the River but that most would if a trail system, improvements to boat access and other river‐ based amenities were made. In association with the National Park Service's Rivers, Trails and Conservation Assistance Program, the project also produced a vision map that was sent to riverfront landowners.

This plan seeks to build on Androscoggin Greenways' efforts of nearly 20 years ago by identifying specific opportunities for trail connections along the river in an area roughly bounded by Interstate Exit 80 to the south, and Gulf Island Pond to the north, eventually extending a land and water‐based trail system to the newly created 2,580 Acre Riverlands State Park in the north, and south to Lisbon and the communities of the mid‐coast.

Figure 1‐a Detail of the Lewiston and Auburn area from the 1996 Greenways Vision Map. (Source: National Park Service Rivers, Trails and Conservation Assistance Program)

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Androscoggin River Greenway

Other local initiatives through the years have cited the importance of establishing a network of trails along the Androscoggin and improving access to the river:

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In 1988, the Twin Cities Riverfront Concept Plan (Maine Tomorrow, Winten Scott Architects, Michael Lewis) proposed a continuous riverfront trail on the east side of the Androscoggin, with secondary trails following railroad rights‐of‐way, the Little Androscoggin, and connecting to Edward Little High School, as well as other area schools and parks. It also promoted restoring the canals as a series of tree‐lined linear parks lined with trails, parks, and pedestrian ways.

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The Downtown Study Committee's 1995 Downtown Action Plan for Lewiston: "promote the Androscoggin River as a valued resource in our community". Cited as on‐going: 1. reconstruction of the rail bridge connecting the two downtowns as a bicycle and pedestrian facility; 2. development of Simard‐Payne Memorial (Railroad) Park, 3. the development of a riverfront shared use path; 4. improvement of existing riverfront parks; 5. and enhancement of the canal system. 1 and 2 (1999) have been accomplished.

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In 2002, the Androscoggin Transportation Resource Center applied to MaineDOT for funds to complete a feasibility study for a 7.5 mile bicycle and pedestrian facility following the River and connecting heritage Park to lower Gulf Island Pond. A portion of that trail linking Sunnyside Park to Tall Pines Drive has been designed as a shared use path. Another portion of the route was recently designated by the City of Lewiston for upgrades as a bicycle and pedestrian facility following existing roads from Sunnyside Park to Main Street. Finally, a northern portion of the route has been designated by the City of Lewiston for upgrades as a bicycle and pedestrian facility following existing roads from Tall Pines Drive and along Northwood Road and Mollison Way to College Street.

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At the kick‐off meeting for the 2009 New Auburn Master Plan, residents expressed support for preserving the riverfront and expanding access to the both the Androscoggin and the Little Androscoggin Rivers, as well as developing a larger pedestrian loop trail extending out to Sherwood Forest and the Huston Farm area.

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The 2010 City of Auburn Comprehensive Plan Update Physical Recreation Vision included this statement " Recreational opportunities are expanded in and around Auburn’s waterways including parks, trails, and boat launches along the Androscoggin and Little Androscoggin Rivers and around Lake Auburn" and also raised the question of whether the Parks and Recreation Department should create a Greenway Master Plan to assess connectivity options. Transportation strategies included:

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Strategy G.2.9.f: Develop a greenbelt bicycle/pedestrian connection between Pettengill Park and West Pitch Park that includes a safe, feasible pedestrian railroad crossing, and

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Strategy G.2.9.g Develop a greenbelt bicycle/pedestrian connection from West Pitch Park into Moulton Field and New Auburn via the Little Androscoggin River/Barker Mill Trail.

The 2012 Riverfront Island Master Plan commissioned by the City of Lewiston proposes riverfront trail expansion, park improvements, and river access points, with concepts and recommendations that mirror those of this Greenway Plan.

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Androscoggin River Greenway

Figure 1‐b

Regional Context Map This map shows the potential connections regionally along the Androscoggin River. Existing or planned trail systems along the river corridor are shown in orange, while future potential connections are shown in green.

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Androscoggin River Greenway

Figure 1‐c

East Coast Greenway The East Coast Greenway is a developing trail system, spanning nearly 3,000 miles as it winds its way between Canada and Key West, linking all the major cities of the eastern seaboard. There is currently an on-road route from Brunswick to Lewiston (and on to Bangor), which parallels the Androscoggin River.

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Androscoggin River Greenway

1.2 Existing Greenway Segments Existing Greenway trails include trails intended for bicycle and pedestrian use, as well as the river access points and portage routes that comprise part of the Androscoggin Water Trail. A brief description of each is given below, and is keyed to the map on page 1‐9.

Existing Pedestrian and Bicycle Greenway Segments 1 West Pitch Park: A partially paved path north of the Longley Bridge to the Great Falls Plaza.

The lookout point offers a view of about 175 degrees and includes five waterfalls.

2 Riverwalk Trail: Paved loop connecting Festival Plaza with Bonney Park and the Railroad Park in Lewiston. Includes the converted railroad trestle bridge.

3 Main Street Complete Street: Though not technically a trail, a portion of Main Street between Auburn's downtown and the Little Androscoggin includes sidewalks and a paved shoulder that can be used by cyclists.

4 Moulton - Bonney Park Connector: Asphalt path linking Moulton and Bonney parks, crossing underneath Main Street 5 Barker Mill Trail: A recently cleared dirt and gravel path following the Little Androscoggin in New Auburn 6 David Rancourt River Preserve: Walking paths traverse this 14 acre preserve, offering access to a sand beach and an overlook with views of Deer Rips.

7 Sunnyside Park: Existing walking paths connect to the Winter Street neighborhood, with the opportunity to develop trail connections through the adjacent Riverside Cemetery (see Lewiston Greenway, next).

8 Lewiston Greenway: Portion of a proposed trail linking Sunnyside Park to Tall Pines Drive has been designed as a shared use path, and will be constructed when the funding becomes available. An extension of the route toward the downtown was recently designated by the City of Lewiston for upgrades as a bicycle and pedestrian facility following existing roads from Sunnyside Park to Main Street. An extension of the route toward the north, connecting the East

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Androscoggin River Greenway

Coast Greenway, has been designated by the City of Lewiston for upgrades as a bicycle and pedestrian facility following existing roads from Tall Pines Drive and along Northwood Road and Mollison Way to College Street.

9 Veteran’s Heritage Park: The existing paved paths accessing the riverside memorial could be expanded to serve as part of the riverwalk.

10 Simard-Payne Memorial (Railroad Park) Trails: A paved path follows the river through Simard‐Payne Memorial (Railroad) Park, crossing the river on the converted trestle bridge to connect with Auburn's Riverwalk. Heading north, the trail crosses a canal and terminates on Water Street, just short of Main Street and Longley Bridge.

11 Potvin Park: A small section of paved trail follows the River through Potvin Park.

12 Gulf Island Dam Portage: A trail is provided between the takeout point above Gulf Island Dam and put‐in point below the dam, with boat rests for portage use, and can be used for walk‐in access to Gulf Island Pond.

Existing Water Trail Greenway Facilities 13 Deer Rips Portage: In 2010, Next Era constructed a 3,000+ foot‐long portage trail with boat rests to allow continuation of the water trail around Deer Rips Dam. The trail is accessible from Deer Rips Road, and may be used for putting in.

14 North River Road: A concrete boat launch and dock with parking for trailers and hand carry vehicles are located off North River Road near Center Street. At present, paddlers must travel upstream, since no portage is currently available around Lewiston Falls Dam. 15 Festival Plaza: A concrete boat launch and for carry in river access only is located just behind Auburn's downtown Main Street. No parking for trailers is available, and the facility was constructed primarily for emergency river access. Paddlers making a tour of the downtowns' river frontage are advised to paddle upstream on the Lewiston side 16 Little Andy Park: Hand carry access is available at the Little Andy Park boat ramp at the corner of 2nd and Pulsifer Streets in New Auburn. There is no parking, but a pull over has been provided for drop‐off. Paddlers may explore upstream and downstream on the Androscoggin and upstream for a limited distance prior to reaching the dam on the Little Androscoggin. The ramp is less convenient to use some times of year than others, leading to requests for improvements to this access point.

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Androscoggin River Greenway

17 Gulf Island Dam Portage: In 2010, Next Era constructed a 3,000+ foot‐long portage trail with boat rests to allow continuation of the water trail around Gulf Island Dam. The trail is accessible from Switzerland Road, and may be used for putting in. Limited parking is available near the Gulf Island Project gate on Switzerland Road.

18 Switzerland Road Bank Fishing Site: A level area adjacent to the river has been provided off Switzerland Road for bank fishing. Limited parking is available near the Gulf Island Project gate on Switzerland Road.

19 David Rancourt River Preserve: A sand beach for use by paddlers is provided at the David Rancourt River Preserve, just downstream of Deer Rips. By land, the beach is located off Tall Pines Drive. This park does not provide a formal put in area for paddlers. Limited parking for the preserve is located along the road.

20 Lincoln Street Boat Launch: A concrete boat launch with ample parking for trailers and hand carry vehicles is located off Lincoln Street just north (upstream) of Dresser Rips near the Lewiston‐Auburn Water Pollution Control Authority facility. Deer Rips presents Class II rapids and can obstruct passage depending on flow conditions. From this location, it is possible to paddle upstream to experience downtown Lewiston and Auburn, just one mile away.

1.3 Greenway Maps: Existing Conditions

The following maps were developed for this greenway plan, illustrating the existing trail and river access infrastructure.

Figure 1‐d Existing Trails Figure 1‐e Existing River Access

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Androscoggin River Greenway

EXISTING CONDITIONS – TRAILS

Figure 1‐d

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Androscoggin River Greenway

EXISTING CONDITIONS – RIVER ACCESS

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Figure 1‐e

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Androscoggin River Greenway

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2 Proposed Greenway

Androscoggin River Greenway

Section 2 - Proposed Greenway Improvements

2.1 Objectives for the Greenway There are several general objectives that were identified during community outreach efforts as key to the development of a Greenway. These objectives speak to the community's values and needs, and are meant to provide guidance in establishing priorities and implementing the Greenway improvements.

           

Improve pedestrian connectivity & road crossings Improve bicycle infrastructure, safety & connectivity Create loop trails connecting to the river Extend the riverwalks on both sides (Lewiston & Auburn) Improve and expand boat access to the river & canals Create/improve portage routes Add wayfinding signage Add interpretive (cultural/natural) signage Improve Longley & Lown Bridges for bicyclists & pedestrians Improve visual access to the River Explore rail trail opportunities Work towards the regional trail vision

2.2 Integration with Other Planning Efforts Critical to the successful implementation of the Greenway is its integration with existing plans and processes.

This is a two‐way street, so to speak: while the Greenway effort specifically sought to incorporate any known plans and initiatives related to trails, open space, and river access, it is important that current and future plans incorporate the vision and recommendations of this plan.

Some of the key plans integrated into the development of the Greenway plan include:

    

Androscoggin Greenway Vision (Androscoggin Greenways: Benefits of a River Corridor) Lewiston Riverfront Island Master Plan ‐ a concurrent planning/design effort New Auburn Master Plan ‐ existing municipal plan Greenway Wayfinding Signage Plan ‐ a concurrent planning/design effort ATRC Long Range Bike/Ped Update – a planning effort initiated as the Greenway Plan effort was winding down

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Androscoggin River Greenway

Certain processes must also be integrated in order to sustain the Greenway vision:

 Municipal planning, public works, engineering – as the Greenway process moves forward, keeping municipal staff involved will be important to its success; this plan has benefitted from their support in its development, and they will be trying to find a way to move forward Greenway priorities along with the myriad other projects under their purview. 

FERC licensing – the Greenway routes and particularly the water trail are currently directly impacted by the NextEra (FPL) ownership and the development of their Recreation Plan, as mandated by the FERC licensing process. The goals and concepts in this plan should be incorporated into the next iteration of the Recreation Plan, as part of their relicensing process.

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State & regional planning – the incorporation of the Greenway vision and plan into state and regional plans is critical to supporting future funding and avoiding conflicting policies, plans or projects. The Greenway vision and recommendations should ultimately be integrated into such plans as MaineDOC’s State Comprehensive Outdoor Recreation Plan, the regional Long‐Range Facilities Plan for Bicycling and Walking (Bridging the Gaps), MaineDOT work plans (including bike/pedestrian infrastructure), or other ATRC/AVCOG planning efforts.

2.3 Greenway Description

Proposed Greenway trails include trails intended for bicycle and pedestrian use, as well as new river access points and portage routes, from Gulf Island Pond south through downtown Lewiston and Auburn.

A brief description of each piece of the Greenway system in Lewiston and Auburn is given below, and illustrated in the maps that follow.

Proposed Pedestrian and Bicycle Greenway Segments in Auburn The proposed Greenway trails in Auburn extend North and South along the river following existing roads, building on and extending the Riverwalk and on‐road bicycle and pedestrian facilities in Auburn's downtown. In New Auburn, the Greenway branches off to follow the Little Androscoggin River and loops through several conservation properties before rejoining the Androscoggin on Route 136. To the north, the Greenway reaches toward Gulf Island Pond following two parallel routes. A possible connection through the future YMCA property would allow the Greenway to continue along Bobbin Brook into East Auburn, while an on‐road route on North River Road would terminate at the Deer Rips river access point.

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Androscoggin River Greenway

Proposed Pedestrian and Bicycle Greenway Segments in Lewiston In Lewiston, the proposed greenway trails extend north along the river, using the route identified for the bicycle and pedestrian facility expansion already underway. The trail would then cross Stetson Brook, continuing up Switzerland Road to a terminus at the Next Era property below Gulf Island Dam. To the south, the Greenway would build off existing riverside trails to form a continuous route stretching from Heritage Park to Mount Hope Cemetery. A parallel southern route using the abandoned rail line would connect to the new park and ride at Exit 80.

Proposed Pedestrian and Bicycle Greenway Connections Between Lewiston and Auburn A bicycle and pedestrian alternative to Veterans Memorial Bridge, as well as on‐road improvements to the Longley and Lown Bridges will greatly enhance connectivity for bicyclists and pedestrians moving between the two cities.

Proposed Water Trail Now on the rebound from its reputation as an unhealthy and unsafe body of water, the Androscoggin River hosts an increasing number of boaters, motorized and non‐motorized. Relative to this plan, the segment of the river from Gulf Island Pond south beyond the downtowns represents mixed success in providing a continuous water trail (hand‐carry boats) through the cities. Some portages are provided, others are not, and there is much potential for developing a complete water trail that blends recreation with economic opportunities.

Greenway Loop Trails During the public outreach process, there was strong interest in creating loop trails associated with the Greenway trail system, in order to develop recreational walking circuits that appeal to both residents and visitors. Five overlapping and interconnected Greenway loops knit the communities together, providing a complex variety of routes that explore the Greenway and tap into its many in‐town recreation opportunities. Moving north to south: 

The turquoise loop follows the Bobbin Brook through the YMCA property and back along Stetson and North River Roads.

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It connects to the orange loop, which uses the proposed bicycle and pedestrian connection over Boxer Island to bridge the two Cities, extending south into both downtowns and reconnecting at Longley Bridge.

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This loop overlaps with the purple downtown figure eight loop that crosses the river at three points: Longley Bridge, Lown Bridge, and the bicycle and pedestrian‐only trestle bridge. It connects Heritage, Simard‐Payne Memorial, Potvin, Bonney, and Moulton Parks, along with Festival Plaza. The figure eight loop intersects with both of the New Auburn loops.

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The green loop follows Main Street, Mill Street, and the Barker Mill trail, crossing the Little

2 Proposed Greenway

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Androscoggin on a proposed pedestrian bridge and returning along an abandoned trail line into Moulton Park. 

The pink loop uses existing and proposed bicycle and pedestrian enhancements along Route 136 to enter conservation properties adjoining Oak Hill Cemetery. At the decision point, one branch of this loop returns to 136 using Vickery Road, while another branch connects through Sherwood Forest to the Barker Mill Trail.

2.4 Greenway Needs and Opportunities

In the following section, the different segments of the Greenway are described. For each segment, conditions and issues specific to that segment are highlighted. Yet there are some Greenway opportunities and needs that are not captured in these descriptions or maps, and are noted below.

Trail Construction Although many of the proposed routes take advantage of existing on‐road opportunities (sidewalks and bike lanes/shoulders), the goal of the Greenway plan would ultimately be to establish a wide multi‐use (bike/pedestrian) path whenever possible. Consideration is given to initially implementing basic pedestrian and bicycle infrastructure and achieving connectivity, with a long‐term view to upgrading and enhancing trail routes where feasible.

Multi-use access During outreach, the question was raised as to whether some trail segments should be developed as multi‐use trails (including such uses as snowmobiles) rather than only bicycle/pedestrian use. Certain trails, such as the proposed rail trail between downtown Lewiston and I‐95 Exit 80 (Segment #1 in Section 3), may lend themselves to allowing snowmobile access, a compatible shared use when trails are well designed and maintained, and may already be used by snowmobilers. Local snowmobile clubs are known around the state as good trail stewards, and often serve as important partners in recreational trail development. While not all trails in the Greenway network may be appropriate for multi‐use access, expanding opportunities for multi‐use access where possible can have significant benefits.

Connections to the During the development of this Greenway plan, a number of bicycle and pedestrian Greenway needs, including opportunities to connect neighborhoods to the Greenway, were identified in downtown Lewiston and Auburn, proximal to the river. Although a number of trail route opportunities were identified, in order to focus on the river corridor as the spine of the Greenway, most of these connectivity and safety needs were determined to be only supplementary to the Greenway.

Map 1 (Figure 2‐a) shows several of the important Connector Routes that link neighborhoods, parks, and other destinations to the Greenway routes and the river.

In addition to these connectors, other pedestrian/bike issues are noted in the appendix as items to be considered as separate projects by the new joint Lewiston‐

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Keep to the River

Views to the River

Signage

Restrooms and parking

Boat Rentals, Storage

2 Proposed Greenway

Auburn Bike‐Ped Committee. More information on the Connector Routes and other bicycle and pedestrian issues can be found in the Appendix under Walking Audits.

Whenever possible, the Greenway route should be located along the river, with visual access. The proposed routes illustrated on the Greenway maps show the most feasible routes identified at this time, but if property ownership changes or trail easements become possible and allow for better proximity to the river, it is important to take advantage of this.

In addition to the goal of locating the Greenway routes close to the river when possible, the community has a strong interest in increasing visual access to the river.

This can be done through vegetative pruning in some cases, or in other areas, the removal of buildings in poor condition has been discussed.

Signage is an important part of the getting people to and from the Greenway and the river, and is an opportunity to promote and enhance the Greenway. Whether pedestrians, motorists, or boaters, people should be able to find their way to Greenway facilities and destinations, and orient themselves to where they are in the city and what's nearby. The Greenway and its open spaces present a wonderful opportunity for interpretive signage with cultural/historic or natural themes.

A Signage Plan has been developed to create a unified system for recreational signage along the Lewiston/Auburn river corridor. This plan indicates where signage is needed, how to keep a consistent and more legible design, and how the partners (ALT and the Cities) should implement the plan over time.

Amenities such as restrooms and parking are not specifically addressed in this plan.

Public outreach indicates an interest in addressing these in the long‐term. Solutions could vary from signage directing Greenway users to nearby existing facilities, to developing more extensive trail head facilities.

There is consensus within the community that providing access to kayak/canoe rentals along the Lewiston/Auburn waterfront is key to increasing people's use and enjoyment of the river. Public incentives and/or support for the development of boat rental facilities should be encouraged – and during the development of this plan, the City of Auburn and ALT were able to engage in an opportunity to work with a private business to bring rentals to the downtown waterfront. In addition, there is an opportunity to provide boat storage for kayaks/canoes in the downtowns, such as to allow boaters to stop and walk the downtown, or to allow residents to seasonally

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Bank fishing

store their boats near a put‐in site.

Opportunities for bank fishing along the Greenway were primarily discussed in the downtown area, and could be developed in conjunction with future riverwalk improvements/extensions or boat access improvements.

2.5 Greenway Maps: Proposed Trails & Access Map 1 (Figure 2-a) - Proposed Greenway Routes and Connectors This map shows the trails and routes determined to comprise the Greenway through Lewiston and Auburn.

Trail section numbers correspond with the Proposed Segments Descriptions (Section 3).

As described above, there were several important connecting routes identified between the river/Greenway and certain parks or neighborhoods. This map shows the connections that the community identified as important during public outreach efforts.

Map 2 (Figure 2-b) - Pedestrian & Bicycle Priorities (Tiers) Based on the outcome of the community process and outreach, trails have been divided into three rankings, or tiers, indicating their general priority for implementation and funding. These tiers are not necessarily a reflection of order of implementation, as some first tier routes may be several years away from being started, while some third tier routes may be completed sooner.

Map 3 (Figure 2-c) - Water Trail Priorities (Tiers) As with the trails, the water facilities have been divided into three rankings, or tiers, indicating their general priority for implementation and funding. As stated above, with regard to pedestrian and bicycle facilities, these tiers are not necessarily a reflection of order of implementation.

Map 4 (Figure 2-d) - Greenway Loops Community members noted the value of identifying loop trails for health and recreation within the Greenway.

Several options for loop trails are shown on this map.

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PROPOSED GREENWAY ROUTES & CONNECTORS

Figure 2‐a

2 Proposed Greenway

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PEDESTRIAN & BICYCLE PRIORITIES (TIERS)

Figure 2‐b

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WATER TRAIL PRIORITIES (TIERS)

Figure 2‐c

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GREENWAY LOOPS

Figure 2‐d

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Section 3 - Proposed Segments Descriptions

The proposed Greenway routes and water trail facilities are described by segment on the following pages. For each segment, the priority (tier), approximate length, construction type, and opportunities and constraints are given. The Greenway Routes in this plan are conceptual, intended to serve as a guide for planning and funding purposes. Details as to the final layout, design and materials, costs, and maintenance for each segment would be determined during later design and engineering phases.

3.1 List of Greenway Segments: 1 Rail Trail, Lincoln Street to I‐95 Exit 80 2 Gaslight Park to Mount Hope Cemetery

a. Gaslight Park to Mount Hope Cemetery b. Gully Brook to Adams Avenue 3 Lincoln Street Boat Launch to I‐95 Exit 80

a. Lincoln Street, to Goddard Road, to I‐95 corridor b. South Avenue connection to rail trail (#1) 4 Potvin Park to Gaslight Park

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5 Simard‐Payne Park to Potvin Park 6 Simard‐Payne Park to Heritage Park/Island Point 7 Main Street Bike/Pedestrian Improvements 8 Sunnyside Park to Rancourt Preserve 9 Rancourt Preserve to Lower Gulf Island Pond a. Rancourt to Switzerland Road b. Switzerland Road to Gulf Island Pond 10 Lown Bridge and Cedar Street Improvements 11 Longley Bridge Improvements 12 Bike/Pedestrian Bridge at Veteran's Bridge a. Lewiston Main Street to riverwalk (#8) b. Bridges/trails via Boxer Island c. North River Road and Bradman Street to Center Street 13 New Auburn Loop Trail a. Riverside Drive bike/pedestrian extension to Oak Hill Cemetery b. Off‐road trail to South Main Street via Huston Farm (ALT) and city parcel c. On‐road route to South Main Street via Riverside Drive Vickery Road d. South Main Street to Sherwood Forest via Ipswich Street e. Sherwood Forest to Barker Mill Trail via Broad Street and Mill Street 14 South Main Street to Lown Bridge a. On‐road route, South Main Street, Mill Street, Broad Street b. Off‐road trail, Little Androscoggin riverwalk/trail 15 Barker Mill/Little Androscoggin Loop a. Barker Mill trail pedestrian bridge, trail to Moulton Park b. Mill Street sidewalk to Barker Mill Trail trailhead c. Moulton Park at‐grade connector to west side of Main Street 16 Main Street Bicycle Improvements 17 West Pitch Park to Center Street 18 Center Street/North River Rd to YMCA parcel 19 YMCA Trails 20 North River Road, Stetson Road, Deer Rips Dam Connections a. North River Road to Stetson Road b. Stetson Road c. North River Road and Deer Rips Dam Road (to Deer Rips Dam) 21 Bobbin Mill Brook Trail 22 East Auburn Land Lab Connection

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(1) Rail Trail, Lincoln Street to I-95 Exit 80, Lewiston First Tier Priority

a) Rail Trail to utilize existing rail bed to new Exit 80 park & ride lot

Figure 3‐a

Description A rail trail, utilizing the existing rail bed, beginning at Lincoln Street and connecting to the proposed Exit 80 park & ride lot.

Connections  Potential regional connectivity south to Lisbon and Topsham via railroad corridor.  Connection to Lewiston’s designated Growth Area (focus for economic development, planned job center, at exit 80).  Connection between downtown Lewiston and I‐95 Exit 80 park and ride facilities (with potential regional and multi‐modal transportation opportunities).  Connection to proposed Cedar Street/Lown Bridge route (#10) with links to downtown Auburn.  Connection to proposed Gully Brook (#2b) connection to the schools/Franklin Pasture and to Gaslight Park.  Connection for neighborhoods off Lisbon Street to downtown Lewiston.

Length Off‐road route: 2.34 Miles

Construction Type  10'‐wide compacted stone dust shared use trail on existing rail bed  Drainage improvements and fencing as needed  Marked trail crossing on South Avenue  Pedestrian bridges in three locations

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Trailheads with signage and bicycle racks at Cedar Street and the proposed Exit 80 park & ride

Opportunities and Constraints  Rail corridor ownership must be negotiated from Pan Am Railways  Additional easements may be necessary to create ADA‐compliant grade transition to park  & ride at Exit 80  Opportunity to connect bicycle commuters with carpools to regional destinations  Much of the trail is currently maintained by a snowmobile club ‐ possible conflict, or an opportunity to collaborate. Club has maintained approximately half of the trail in good condition.  Crossing of South Ave should not present many difficulties  Trail design should be sensitive to adjacent landowners in close proximity to facility  Pedestrian bridges present opportunity for views and largely make use of existing infrastructure  Opportunity to reach a large population, connecting residences with shopping, workplaces, cultural centers, the river, etc.

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(2) Gaslight Park to Mount Hope Cemetery, Lewiston Second Tier Priority

a) On‐road route along Lincoln Street to Boat Launch, off‐road trail via LAWPCA to cemetery b) Off‐road trail from Gaslight Park to Lisbon Street along Gully Brook

Figure 3‐b

Description On‐road route along Lincoln Street to the Boat Launch, and an off‐road trail via the LAWPCA property to Mount Hope Cemetery. Off‐road connection from Gaslight Park to Lisbon Street (part of connection to Franklin Pasture/schools).

Connections  Parallels rail trail, considered second priority to rail trail  Connects Gaslight Park to Lincoln Street Boat Launch and Mount Hope Cemetery.  With other proposed trail segments (#4, #5), connects to Lewiston riverfront/downtown.  Gully Brook trail provides a connection from Gaslight Park/riverwalk trails towards Franklin Pasture/schools, possible connectivity to proposed rail trail (#1).

Length a) Lincoln Street: 3,900 LF Off‐road from Lincoln Street to cemetery: 3,000 LF b) Off‐road from Lincoln Street to Lisbon Street (“Gully Brook”): 960 LF

Construction Type  On‐road: new sidewalk and shoulder or bike lane where feasible;  Off‐road: (a) stone dust, shared‐use trail, (b) 6’ stone dust path (with retaining walls in some areas);  On‐road route signage/markers.

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Opportunities and Constraints Lincoln Street to Cemetery:  Lincoln Street from Locust Street south does not currently include sidewalks or bike lanes.  Possible alternative, off‐road route between Lincoln Street and the riverfront (feasibility not determined); could have shoreland/permitting requirements.  LAWPCA and Mount Hope Cementer cooperation required.

Gully Brook connector:  Will bring users in close contact with Gully Brook, providing access to a currently untapped recreational amenity.  Several easements or acquisitions will be needed to make this connection; Gully Brook is owned by FPL/Next Era.  A spur could be constructed off this connector trail to provide connectivity to the proposed Rail Trail (#1).  Existing steep slopes present an engineering challenge and will add to the cost of construction.  Crossing Lisbon Street will be challenging. Although that crossing is not included as part of this section, careful attention will need to be given to the crossing’s design and location to ensure its safety.

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(3) Lincoln Street Boat Launch to I-95 Exit 80, Lewiston Third Tier Priority

a) On‐road and off‐road route along Lincoln Street, Goddard Road, and I‐95 to Exit 80 park & ride b) On‐road connector on South Avenue to Rail Trail

Figure 3‐c

Description On‐road and off‐road route connecting the Lincoln Street Boat Launch to I95 Exit 80 park & ride lot, via Lincoln Street, Goddard Road, and the I95 corridor. Includes an on‐road connector on South Avenue to the proposed rail trail (#1).

Connections  Connection to Lewiston’s designated Growth Area (focus for economic development, planned job center, at exit 80).  Connects I‐95 park & ride to Lincoln Street Boat Launch.  Regional and multi‐modal transportation opportunities associated with the rail trail (#1).  With other proposed trail segments (#2, #4, #5), connects to Lewiston riverfront/ downtown.

Length Lincoln Street and Goddard Road (on‐road): 3,000 LF Off‐road route: 4,800 LF

Construction Type  On‐road: new sidewalk and striped shoulder or bike lane where feasible  Off‐road: gravel shared‐use path  On‐road route signage/markers.

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Opportunities and Constraints  This route would seek to use the outer edge of the I‐95 corridor right‐of‐way for a separated, parallel bike/pedestrian trail.  If the rail trail (#1) is constructed, this segment could use the South Ave. connection to the rail trail (#3b) to reach Exit 80, instead of connecting via Goddard Road and the I‐95 corridor.  Alternative on‐road route is possible if use of the I‐95 corridor is prohibitive, via Goddard Road and the Alfred A. Plourde Parkway.

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(4) Potvin Park to Gaslight Park, Lewiston First Tier Priority

a) Riverwalk from Potvin Park to Gaslight Park b) On‐road route along River Street, Oxford Street, and Lincoln Street

Figure 3‐d

Description Off‐road, shared‐use path connecting Potvin Park and Gaslight Park, with possible on‐road alternative or interim route along River Street, Oxford Street, and Lincoln Street.

Connections  Connects Potvin Park and Gaslight Park  With proposed Simard‐Payne to Potvin connection (#5), extension of the Lewiston Riverwalk

Length a) Upgrade to Existing Trail at Potvin Park: 405 LF New trail to Gaslight Park: 1,285 LF New trail in Gaslight Park: 200 LF Lincoln Street sidewalk to Gaslight Park trail: 120 LF b) River Street: 700 LF Oxford Street: 130 LF Lincoln Street: 800 LF

Construction Type  Off‐road trail: 10'‐wide asphalt shared use trail along river, bank stabilization and fencing as needed  On‐road route: improve existing sidewalks, add bicycle pavement markings or signage  Sidewalk connection to trail on Lincoln Street extending into Gaslight Park

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Shared use trail in Gaslight Park with site amenities On‐road route needs signage/markers.

Opportunities and Constraints  Building a trail along the riverfront is dependent upon landowner agreements and easements or acquisition (6 private lots and some privately owned structures to be demolished).  The riverfront pathway is preferred to the on‐road route because the on‐road route offers little to no visual access to the river.  This trail section creates an opportunity to improve pedestrian access to and within Gaslight Park.  Trailheads can be added at Potvin Park and Gaslight Park.  Alternative/Interim on‐road route: River Street is narrow but one‐way, width is constrained by buildings along the street, existing sidewalks are narrow and may not meet ADA requirements.  Alternative/Interim on‐road route: Lincoln Street has sidewalks currently in good condition, and would require no additional improvements; shoulders or bike lanes are not currently striped but could be added.

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(5) Simard-Payne to Potvin Park, Lewiston First Tier Priority

a) Off‐road trail connection along riverfront from Simard Payne Park to Cedar Street, crosswalk to Potvin Park

Figure 3‐e

Description Off‐road, shared‐use path along the riverfront from Simard‐Payne Park to Potvin Park, crossing Cedar Street.

Extension of the existing Lewiston Riverwalk.

Connections  Connects Simard‐Payne Park and Potvin Park  Extension of the Lewiston Riverwalk

Length Off‐road path: 1,200 LF

Construction Type  Paved shared‐use path

Opportunities and Constraints  See also the Lewiston Riverfront Island Master Plan.  Bridge needed for the lower canal crossing between Museum LA site and Continental Mill site.  Requires landowner agreements with both Museum LA and Continental Mill.  Cedar Street crosswalk should have an "enhanced" design, including a median, bumpouts, and/or flashing light to enhance safety.

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Alternative to surface crossing on Cedar Street is to design a structure beneath Lown Bridge; feasibility not determined.

Images from the Lewiston Riverfront Island Master Plan The Plan illustrates and describes the proposed riverwalk extension and waterfront improvements between Simard‐Payne Park and Cedar Street.

Continental Mill

Museum L‐A

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(6) Simard-Payne to Heritage Park/Island Point, Lewiston First Tier Priority a) On-road trail extension along Water/North Street and Lincoln Street to Main Street, with possible alternative trail constructed under Longley Bridge b) Island Point trail loop

Figure 3-f

Description From the end of the existing Riverwalk, on-road bicycle & pedestrian improvements on Water/North Street, and at the Lincoln Street/Main Street intersection. Alternate route to Heritage Park via a trail/structure under Longley Bridge. Trail around the periphery of Island Point to connect from Heritage Park to Main Street by canals.

Connections  Connects Simard-Payne Park and Heritage Park  Extension of the Lewiston Riverwalk Length a) Water/North Street and Lincoln Street: 650 LF (280 LF new trail/sidewalk) Under Longley Bridge (alternate): 475 LF b) Island Point Loop: 1,400 LF Construction Type  New sidewalk/path from end of existing trail, connecting to and utilize existing sidewalk on North Street; add on-road route signage/markers;  At Lincoln/Main Street intersection, make crosswalk design improvements and address ADA accessibility needs;  (Alternate route) Off-road trail along the river, with an under-bridge bicycle/pedestrian trail structure (feasibility not confirmed).

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Opportunities and Constraints  Lincoln Street is currently a "complete street" with sidewalks and bicycle lanes on both sides of the street.  The pedestrian and bicycle conditions in front of Yvon's Car Wash are very poor due to the cars coming from Longley Bridge (right turn slip lane) and the business’ curb cut (with exiting/parked vehicles observed to force pedestrians to walk in the road); possible solution includes considering a better location for the crosswalk at the end of Lincoln Street, and/or elimination of the right turn slip lane off Main Street.  Seek best possible design solutions to maximize pedestrian and bike safety at the Main Street/Lincoln Street intersection, and access to Heritage Park; address safety issues surrounding right turning traffic coming off the bridge onto Lincoln Street (noted above).  Alternate route to keep trail along the river and under the bridge requires landowner coordination/easement, and an evaluation of a possible engineered bike/pedestrian structure under the bridge; design and permitting surrounding the high water line are a concern and may rule out this option.

Images from the Lewiston Riverfront Island Master Plan The Plan illustrates and describes the proposed riverwalk extension and waterfront improvements between Simard‐ Payne Park and Cedar Street.

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(7) Main Street Bike/Pedestrian Improvements, Lewiston First Tier Priority a) On-road route between Heritage Park and Chapel Street (connector route to Sunnyside Park)

Figure 3-g

Description On-road bicycle & pedestrian improvements on Main Street between Heritage Park (Longley Bridge) and Chapel Street (connector to Sunnyside Park). Includes bicycle lanes/markings and enhancements to pedestrian crossings.

Connections  Important connector between Heritage Park and the connector route to Sunnyside Park  With proposed connection from Simard-Payne Park to Heritage Park, part of the extension of the Lewiston Riverwalk Length Main Street: 1,100 LF

Construction Type  Bicycle improvements (bike lane or shared-use pavement markings, signage);  Crosswalk upgrades, including ADA accessibility improvements;  On-road route signage/markers.

Opportunities and Constraints  Assumes the completed construction of the on-road bicycle and pedestrian improvements from Chapel Street to Sunnyside Park, and the proposed construction of a bicycle/pedestrian connection from the end of the existing riverwalk (at Simard-Payne Park) to Heritage Park/Main

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Street (#6).

The feasibility of installing bike lanes on Main Street has not been determined, and should be evaluated; alternative solutions could be other pavement markings such as shoulder striping or "sharrows".

Seek best possible design solutions to maximize pedestrian safety at all Main Street crossings; the Main Street median island at Chapel Street is currently a barrier to crossing, improvements should be considered.

On-road greenway route signage is recommended for this segment to provide wayfinding and enhance the continuity of the greenway trail/route.

Example of a “complete street” on Lincoln Street

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(8) Sunnyside Park to Rancourt Preserve, Lewiston First Tier Priority

a) Off-road, riverside trail from Sunnyside Park to Tall Pines Drive and Rancourt Preserve

Figure 3-h

Description Off-road, shared-use trail along the riverfront from Sunnyside Park, under Veterans Memorial Bridge, to Tall Pines Drive, with an on-road connection to Rancourt Preserve.

Connections  With the trail route from Main Street to Sunnyside Park, connects Heritage Park and Lewiston’s downtown/waterfront to Rancourt Preserve (part of the extension of the Lewiston Riverwalk) Length Off-road Trail: 5,500 LF

Construction Type  Gravel or paved shared-use path

Opportunities and Constraints  The City has largely readied this route for construction.  Stream crossings at several locations will require small bridges.  Utilizes existing gravel road/right-of-way for a large portion of the trail.  Utilizes existing sidewalk and bike/pedestrian connection from Tall Pines to Rancourt.  Planned on-road route will connect from Tall Pines/Rancourt Preserve to College Street.

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(9) Rancourt Preserve to Lower Gulf Island Pond, Lewiston Third Tier Priority

a) Off-road, riverside trail from Rancourt Preserve, across stream, to Switzerland Road b) On-road bike/pedestrian route along Switzerland Road to lower Gulf Island Pond (portage area)

Figure 3-i

Description Off-road trail along the riverfront from Rancourt Preserve to Switzerland Road, and on-road pedestrian/bike route along Switzerland Road to the lower Gulf Island Pond (portage area).

Connections  Connects Rancourt Preserve to lower Gulf Island Pond  Along with other proposed segments (#8, #7, #6) connects downtown Lewiston to lower Gulf Island Pond Length a) Off-road Trail: 3,700 LF b) Switzerland Road: 6,700 LF (1.27 miles)

Construction Type  Off-road walking path or shared-use path, unpaved;  On-road (Switzerland Road), striped shoulders for both pedestrian & bicycle, OR paved sidewalk (5-6' wide) with striped shoulders for bicycles if feasible; include on-road route signage/markers.

Opportunities and Constraints  Off-road trail route requires additional landowner discussions, acquisition or easements.  Stream crossing will require small bridge and permitting (shoreland, floodplain, NRPA).  Switzerland Road is in good condition but has no sidewalks, and runs right next to the river in some areas; narrow road width and/or ROW width may be a challenge.

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(10) Lown Bridge and Cedar Street Improvements First Tier Priority a) On-road bicycle improvements on the bridge and Cedar Street (Lewiston)

Figure 3-j

Description Upgrades to Lown Bridge to improve the bicycle safety on this high-traffic, 4-lane bridge; sidewalks are present but no bicycle lanes are provided.

Connections  Important bicycle/pedestrian connection between Lewiston and Auburn riverfronts/ downtowns.  Part of multiple loop trail connections.

Length Bridge: 950 LF Cedar Street: 1,450

Construction Type  Bicycle improvements would include striped bicycle lanes;  Minor sidewalk enhancements could be included, such as addressing crossings and ADA improvements both ends of the bridge and extending along Cedar Street to Lisbon Street.

Opportunities and Constraints  Bicycle and pedestrian improvements on the bridge are largely constrained by the width of the existing bridge.  Cyclists are currently observed to use the sidewalks instead of navigating travel lanes, creating unsafe conditions for pedestrians. The traffic volumes on Cedar Street and the Bridge may allow

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for the reduction of travel lanes from 4 to 3 (2 travel lanes with a center turn-lane), allowing for the addition of bike lanes on the bridge and Cedar Street.

See the recommendations for Cedar Street and Lown (Cedar Street) Bridge in the Lewiston Riverfront Island Master Plan.

The New Auburn end of Lown Bridge

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(11) Longley Bridge Improvements First Tier Priority a) On-road sidewalk & bicycle improvements on the bridge

Figure 3-k

Description Upgrades to Longley Bridge to improve the safety and bicycle/pedestrian environment on this hightraffic, 4-lane bridge. Sidewalks are present but not separated from heavy traffic, and no bicycle lanes are provided.

Connections  Important bicycle/pedestrian connection between Lewiston and Auburn downtowns.  Part of multiple loop trail connections.

Length Bridge: 700 LF

Construction Type  Sidewalk improvements could include installing a railing between traffic lanes and sidewalk, or widening the sidewalk if feasible;  Bicycle improvements would include striped bicycle lanes.

Opportunities and Constraints  Bicycle and pedestrian improvements on the bridge are largely constrained by the width of the existing bridge.  The feasibility of adding bicycle lanes needs further examination. This could potentially be accomplished through reducing the number of vehicle travel lanes or reducing lane widths.

Cyclists are currently observed to use the sidewalks instead of navigating travel lanes, creating unsafe conditions for pedestrians.

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(12) Bike/Pedestrian Bridge at Veterans Memorial Bridge First Tier Priority a) Trail connection from Lewiston Main Street to Lewiston Riverwalk b) Trail and bike/pedestrian bridges (2) crossing below Veterans Bridge via Boxer Island c) On-road trail connection on North River Road and Bradman Street to Center Street, Auburn

Figure 3-l

Description New shared-use path and bridge connection to serve as an alternative bike/pedestrian route to the high-traffic and high-speed Veterans Bridge. Includes an off-road trail to connect from Lewiston Main Street to the proposed riverwalk (Sunnyside to Rancourt connection)(#8), a first bridge span from the Lewiston riverfront to Boxer Island, a trail across Boxer Island, a second bridge span from Boxer Island to Auburn North River Road, and on-road route on North River Road and Bradman Street to Center Street. (Although a long-term project, this segment is considered of high importance.)

Connections  Important bicycle/pedestrian connection between Lewiston and Auburn, alternative to Veteran’s Bridge.  Part of several potential loop trail connections.

Length a) Trail from Lewiston Main Street to riverfront trail: 1,700 LF b) First bridge span: TBD Trail on Boxer Island: TBD Second bridge span: TBD c) On-road connection, North River Road (from bridge to Bradman St), Auburn: see #18b On-road route, Bradman Street, Auburn: 3,000 LF

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Construction Type  Shared-use path between bridge and Lewiston Main Street;  Two bridge spans over river, with shared-use path connection between*;  Bradman Street: striped shoulders for both pedestrian & bicycle, OR paved sidewalk (5-6' wide) with striped shoulders for bicycles if feasible; on-road route signage/markers;  North River Road bicycle/pedestrian improvements as noted in segment #18b, to connect from the bridge to Bradman Street. * Boxer Island trail between bridge spans may or may not be at-grade, depending on final design.

Opportunities and Constraints  Bike/pedestrian bridge design will be influenced by height needed above high water line (allowing for boat access), span/distance between shorelines, shoreline conditions (height, slope, abutments, etc.), and other permitting requirements (Shoreland Zoning, MeDEP, Army Corps of Engineers).  Preliminary design study has been completed by the Lewiston Engineering Department, suggesting crossing via Boxer Island with two bridge spans is feasible.  The location/route for the multi-use path connection to Lewiston Main Street is undetermined.  On-road improvements for Bradman Street (Auburn) should be consistent with the design/recommendations for the North River Road route (#18b); explore need/feasibility of a sidewalk on one side of Bradman Street, with paved shoulders or bicycle signage.

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(13) New Auburn Loop Trail, Auburn Third Tier Priority

a) Improved on-road connection to Oak Hill Cemetery b) Trail to South Main Street via cemetery, Huston Farm, City property c) Alternative on-road route to South Main Street via Vickery Road d) Connection from South Main Street to Sherwood Forest via Ipswich Street e) Off-road and on-road connection from Sherwood Forest trail to Barker Mill Trail, via Broad Street and Mill Street

Figure 3-m

Description The New Auburn trail loop includes an on-road route from the Barker Mill Trail connecting to Sherwood Forest trails via Mill and Broad Streets, and an off-road trail connecting Sherwood Forest to Oak Hill Cemetery and Riverside Drive via City and ALT parcels/easements. An alternative on-road route would connect from Sherwood Forest to Riverside Drive via Vickery Road. See the New Auburn Master Plan vision for trails.

Connections  Connects New Auburn center to surrounding conservation parcels  Connects open space parcels by trail: Oak Hill Cemetery, Huston Farm, Sherwood Forest and School  Extends Barker Mill Trail and connects to Sherwood Forest Length a) Riverside Drive to Oak Hill Cemetery: 2,300 LF b) Off-road from Riverside Drive to South Main Street: TBD 1.3-1.4 miles c) On-road Riverside Drive, Vickery Road, South Main Street: 2.25 miles d) Ipswitch Street: 600 LF Off-road to Sherwood Forest: TBD 1,200-1,500 LF

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e) Broad Street and Mill Street: 2,300-2,500 LF Construction Type  Gravel or stone dust path for off-road trails connecting to Sherwood Forest, and for off-road trail between South Main Street and Oak Hill Cemetery;  On-road paved sidewalk and bike lanes or road markings, with on-road route signage/markers, for sections along Rt. 136/Riverside Drive, South Main Street, Broad Street, Mill Street, and Vickery Road;

Opportunities and Constraints  This trail route is largely undefined in terms of layout/route, additional site constraints or permitting issues. To be further defined as a trail route is determined.  Connection from Barker Mill Trail to Sherwood includes extension of existing Barker Mill Trail to Broad Street. Requires trail easement to connect from Broad Street to the Sherwood property.  On-road trail connection likely between Sherwood and the ALT properties off South Main Street (on Dee Street and South Main Street).  Trail route across ALT easement properties (connection to Oak Hill Cemetery) requires additional landowner discussions.  Planned sidewalk improvements on Riverside Drive/Rt. 136 do not currently connect to Oak Hill Cemetery, and will be needed to complete the New Auburn Loop.  The alternative on-road route that uses Vickery Road could be used as a bike route.

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(14) South Main Street to Lown Bridge, Auburn Second Tier Priority a) On-road bike/pedestrian improvements on Broad and Mill Streets, Lown Bridge to Little Androscoggin bridge b) Proposed waterfront trail along the Little Androscoggin, between Broad Street and South Main Street

Figure 3-n

Description On-road bicycle & pedestrian improvements on Broad Street, Mill Street, and South Main Street, connecting to the existing bicycle & pedestrian improvements ("complete street") on Main Street. Offroad trail along the Little Androscoggin between the Lown Bridge (Broad Street) and South Main Street (connection to the Little Androscoggin Trail loop, see #15b).

Connections  Important bicycle/pedestrian connection between Downtown Auburn and New Auburn  Connection to Lewiston waterfront/downtown  Opportunity to expand trails along the Little Androscoggin River Length a) Broad Street, Mill Street, South Main Street: 1,200 LF b) Off-road trail: 875 LF

Construction Type  Sidewalk upgrades and crosswalk upgrades, including ADA accessibility improvements;  Bicycle improvements (bike lane or other pavement markings, signage);  On-road route signage/markers.

Opportunities and Constraints  Existing road ROW, lane widths, and buildings/development will influence potential bike/pedestrian design improvements.

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Seek best possible design solutions to maximize pedestrian and bike safety and on-road "trail" experience.

Recent bicycle & pedestrian improvements between the Little Androscoggin and Academy Street (creating a "complete street") are hoped to be extended to the north and south along this route; where bike lanes are prohibitive, alternative design solutions such as "sharrows" (share the road markings) and "bikes may use full lane" signage, should be considered.

Crosswalks at major New Auburn intersections are important to connecting this Greenway route to the surrounding neighborhoods; long-term consideration should be given to upgrading crosswalk design/materials and improving safety and visibility.

The off-road trail along the Little Androscoggin was recently the subject of a community charette, and may gain significant traction based on neighborhood interest and support. Opportunity to expand Little Andy Park and improve boat access (see also #R7).

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(15) Barker Mill/Little Androscoggin Loop, Auburn Second Tier Priority

15a) Pedestrian bridge over the Little Androscoggin River, with a trail to Moulton Park 15b) Sidewalk or trail connector from Barker Mill to Barker Mill Trail head 15c) Trail connection from Moulton Park trail to west side of Main Street

Figure 3-o

Description Creation of an off-road loop trail from the end of the existing sidewalk in front of the Barker Mill, crossing the Little Androscoggin River, and connecting to the existing trail at Moulton Park. A new connection from Moulton Park up to Main Street is desired to provide an alternative to the existing pedestrian underpass, which may feel unsafe to some users.

Connections  Connects existing Barker Mill Trail to Moulton Park and to South Main Street/New Auburn center Length a) Pedestrian bridge and trail to Moulton Park: 1,700 LF b) Barker Mill connector (along Mill Street): 300 LF c) Moulton Park connector: 60-70 LF

Construction Type  Paved or stone dust trail from Mill Street connecting to existing Moulton Park trail (via bridge), prefabricated trail bridge;  Paved sidewalk or trail along Mill Street, from Barker Mill to Barker Mill trail entrance;  Paved trail connector from Main Street to Moulton Park, retaining walls and stormwater improvements as needed;  On-road route signage/markers.

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Opportunities and Constraints  Because sidewalk or trail construction (along the river side of Mill Street) from Barker Mill to the trail is constrained by existing underground infrastructure, design alternatives must be sought.  Existing plans outline the placement of a pedestrian bridge off the Barker Mill Trail and the connecting trail to Moulton Park (see Auburn Trails Feasibility Study, December 2000).  Constructing a trail connection from pedestrian bridge to Moulton Park may require some landowner coordination. The trail may be able to follow the old railroad bed and/or utility lines/easements.  While there is an at-grade trail connection directly to Bonney Park, there is a desire to have a safe trail connection from Main Street down to Moulton Park; a possible location on the south side of the park next to the existing convenience store requires landowner cooperation/easement, and may require retaining wall(s) and/or stormwater/erosion control measures.  Constructing a pedestrian bridge and trail to Moulton Park will require Shoreland and NRPA permitting.  The existing Main Street crosswalk at Bonney Park has also been flagged as needing enhancements for pedestrian safety; a pedestrian-actuated flashing light/sign or other enhanced design is recommended to improve visibility.

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(16) Main Street Bicycle Improvements, Auburn Second Tier Priority

a) On-road Main Street bicycle improvements, from Elm Street to Court Street

Figure 3-p

Description On-road bicycle improvements on Main Street, between Elm Street and Court Street. improvements to Mechanics Row as part of the 1-way traffic loop around City Hall.

Includes

Connections  Important on-road bicycle/pedestrian connection through downtown Auburn, between Lown and Longley bridges.  Extension of the existing bicycle & pedestrian improvements ("complete street") on Main Street from the Little Androscoggin bridge to Academy Street.

Length Main Street and Mechanics Row: 2,200 LF

Construction Type  Bicycle improvements (bike lane or other pavement markings, signage);  On-road route signage/markers.

Opportunities and Constraints  Existing road ROW, lane widths, on-street parking, and buildings/development will influence potential design improvements.  Recent bicycle & pedestrian improvements between the Little Androscoggin and Academy Street (creating a "complete street") are hoped to be extended to the north and south along this route;

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where bike lanes are prohibitive, alternative design solutions such as "sharrows" (share the road markings) and "bikes may use full lane" signage, should be considered.

Main Street near Elm Street intersection

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Mill Street at 3 Street intersection

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(17) West Pitch Park to Center Street, Auburn First Tier Priority

a) Off-road trail along the river from existing West Pitch Park trails to Center Street, via boardwalk and/or stairs underneath railroad trestle

Figure 3-q

Description Off-road walking path and portage route connection from West Pitch Park to Center Street (near Union Street intersection), crossing under the railroad trestle. Includes improvements along the existing Riverwalk, improvements to the existing West Pitch Park trail, a boardwalk connection under the railroad trestle, a boat take-out north of the railroad trestle, and a connection from the boat takeout to the existing sidewalk on Center Street.

Connections  Extension of existing Auburn Riverwalk, connection to downtown Auburn riverfront  Part of planned West Pitch Park to North River Road connection (#18)  Serves as portage route from above Lewiston Falls Dam to existing boat launch at Festival Plaza

Length  Boardwalk and/or stairs underneath railroad trestle: Boardwalk Only: 370 LF  Alternative boardwalk option: Boardwalk and stairs with path improvements: 160 LF of structure + 350 LF of trail improvements to Lower Overlook  Trail and sidewalk from boat take-out to Center Street: 280 LF

Construction Type  Wooden boardwalk or both wooden boardwalk and stairs with boat slide from West Pitch Park underneath railroad trestle to upstream side of Lewiston Falls;  Stone dust trail from boardwalk to Center Street connection (granite stairway and curbed asphalt sidewalk to connect to existing sidewalk on Center Street).

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





 

Opportunities and Constraints Requires landowner negotiations/easements from private landowners (railroad, CMP, Goldworks Fine Jewelry, and possibly additional Center Street businesses), in particular gaining access under the railroad trestle will be critical.

Steep slopes and stormwater issues will add be a challenge to improving the existing West Pitch Park trail; trail may not be ADA compliant due to slopes; lighting should be installed for safety; landscaping and site amenities could use a facelift (not included in costs).

Crossing under the railroad trestle will require engineering/design of trail/bridge structures on either side of the trestle (cantilevered boardwalk to the south, and a combination of a boardwalk and ledge removal to the north); also there could need to be consideration for an overhead protective structure as the rail line is active.

Alternative trail route to Center Street is prohibitive due to the conflict of crossing an active, privately-owned railroad line.

Trail improvements will require Shoreland and NRPA permitting, Army Corps of Engineers review.

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(18) Center Street/North River Road to YMCA, Auburn First Tier Priority

a) On-road shared-use path along Center Street b) On-road bike/pedestrian route along North River Road

Figure 3-r

Description On-road trail route along the east (river) side of Center Street and along North River Road, from the end of the proposed West Pitch Park extension trail (#17) to the YMCA property (by Bradman Street) and proposed trails (#19). Involves significant road improvements on North River Road.

Connections  Extension of existing Auburn Riverwalk, connection to downtown Auburn riverfront  Connects to future YMCA facilities off North River Road, including proposed trails (#18)

Length a) Center Street: 975 LF b) North River Road: 6,150 LF

Construction Type  Widen the existing sidewalk to an 8-10' wide paved shared-use path (bike & pedestrian) along the east side of Center Street, with on-road route signage/markers;  On North River Road, striped shoulders for both pedestrians & bicyclists,, OR paved sidewalk (5-6' wide) with striped shoulders for bicyclists if feasible.

Opportunities and Constraints  This trail segment requires the prior completion of the proposed off-road trail from West Pitch Park to Center Street (#17) and the development of either the proposed YMCA facilities or trails (#19).  From the YMCA parcel, there are potential connections/extensions on Bradman Street to Center Street (see #12), along North River Road and Stetson Road to Center Street (see #20), and to

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





Lewiston via proposed bike/pedestrian bridge crossing at Boxer Island (#12).

The Center Street section should be a wider shared-use path to accommodate two-way pedestrian and bicycle traffic, on the east (river) side of the road. This would essentially widen/replace the existing sidewalk on the east side of the road (no change to the sidewalk on the west side), and may require landowner easements in some areas, though would not impact any existing buildings based on the current road edge/curb location.

The Center Street shared-use path would need physical separation, a guardrail, between the path and the roadway and relocation of utility poles for minimum trail width clearances. The numerous curb cuts and higher volumes of traffic (drive-thrus) may necessitate additional design enhancements for pedestrian/bicycle safety.

North River Road is very narrow, has no sidewalks, has areas of ledge and/or steep slopes to river, and the road is currently in poor condition including areas of regular road flooding. Establishment of a sidewalk and/or wider shoulder with bicycle pavement markings would precipitate the need for road repaving/reconstruction.

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(19) YMCA Trails, Auburn Second Tier Priority

a) Off-road trails developed in association with the proposed YMCA facility

Figure 3-s

Description Off-road trail(s) on the YMCA-owned parcel at the corner of Bradman Street and North River Road, associated with the proposed new YMCA facility.

Connections  Connection to downtown Auburn riverfront via proposed North River Road trail route (#18 and #17).  Connection to proposed Bobbin Mill Brook Trail (#21)

Length To be determined

Construction Type  Off-road gravel or stone-dust path or system of connecting paths, with wayfinding signage/markers.

Opportunities and Constraints  It is assumed that the trails on the YMCA parcel would not be developed prior to the construction of the new YMCA facility. The development of these trails and the facility will be a significant factor driving the priority and need for the proposed Center Street/North River Road trail route (#18).  From the YMCA parcel, there are potential connections/extensions south to the downtown Auburn riverfront area (via #17, #18), on Bradman Street and Stetson Road to Center Street (#12 and #20), north along North River Road (#20), and to Lewiston via proposed bike/pedestrian bridge crossing at Boxer Island (#12).

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(20) North River Road, Stetson Road, Deer Rips Dam Connections, Auburn Third Tier Priority

a) On-road route along North River Road, from Bradman Street to Stetson Road b) On-road route along Stetson Road, from North River Road to Center Street c) On-road route along North River Road, from Stetson Road to Deer Rips Dam

Figure 3-t

Description On-road bike/pedestrian route along North River Road and Stetson Road to Center Street (a, b), and following North River Road and Deer Rips Dam Road to Deer Rips (c).

Connections  Connection to downtown Auburn riverfront via proposed North River Road trail route (#17 and #18).  Connection to proposed Bobbin Mill Brook Trail (#21).

Length a) North River Road (Bradman to Stetson Road): 3,000 LF b) Stetson Road: 3,200 LF c) North River Road (Stetson to Deer Rips Dam Road): 3,800 LF

Construction Type  Paved, striped shoulders for both pedestrian & bicycle, OR paved sidewalk (5-6' wide) with striped shoulders for bicycles if feasible, with on-road route signage/markers.

Opportunities and Constraints  This trail segment assumes the implementation of either a trail route from West Pitch Park to North River Road and the YMCA parcel (see #17 and #18), or a pedestrian/bicycle bridge below the Veteran’s Bridge (connecting to Main Street, Lewiston)(see #12).

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

North River Road is very narrow, has no sidewalks, areas of ledge and/or steep slopes to river, and the road is currently in poor condition; establishment of a sidewalk or wider shoulder with bicycle pavement markings would precipitate the need for road repaving/ reconstruction.

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(21) Bobbin Mill Brook Trail, Auburn Second Tier Priority

a) Off-road trail from the proposed YMCA to East Auburn Village

Figure 3-u

Description Off-road shared-use trail from the YMCA property (Stetson Road), generally following the Bobbin Mill Brook, to the East Auburn Village (Oak Hill Road). Alternative to Center Street sidewalks.

Connections  Connection to downtown Auburn riverfront via proposed YMCA trails (#19) and North River Road trail route (#17 and #18).  Connection to proposed East Auburn Land Lab trails (via #22).

Length Off-road Trail: 5,700-6,000 LF

Construction Type  Gravel or paved shared-use path or footpath

Opportunities and Constraints  Requires an examination of feasible trail route based on the location of the Brook and floodplain.

Trail width and design will depend on physical site constraints, user needs, and permitting issues.  Consider seeking easements/permission from landowners/businesses along Center Street to allow trail at the backs of their properties (16 properties); alternatively, seek easements/permission from landowners along the east (river) side of the Brook (7 properties). Minimize brook crossings (cost and permitting).  There are some existing sewer easements along the Bobbin Mill Brook that could be used for the trail, but the easement language would need to be modified.

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

Explore opportunities to provide trail spurs/connections from the Brook Trail to Center Street businesses.

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(22) East Auburn Land Lab Connection, Auburn Second Tier Priority

a) On-road route along Oak Hill Road, connecting to Land Lab trails

Figure 3-v

Description On-road bike/pedestrian route from the proposed Bobbin Mill Brook Trail, via Oak Hill Road, to the Land Lab Trails at the East Auburn School.

Connections  Connection to proposed YMCA facilities (see #19).  Connection to downtown Auburn riverfront via proposed YMCA trails (#19) and North River Road trail route (#17, #18), and Bobbin Mill Brook Trail (#21).

Length Oak Hill Road and Pettengill Road: 2,200 LF

Construction Type  Paved sidewalk with pavement markings and signage for bicycles (no formal bike lanes), with onroad route signage/markers.

Opportunities and Constraints  This trail segment assumes the completion of an off-road trail along Bobbin Mill Brook (see #21) from the YMCA property to Oak Hill Road.  No sidewalk currently exists on Oak Hill Road except in front of the school; new sidewalk construction needed to Fair Street.  Utilize existing sidewalk from Fair Street to the East Auburn School, upgrade as needed.  Formalize trail/path from Pettengill Road to the Land Lab trails.

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(R1) Lower Gulf Island Pond Trailered Boat Access First Tier Priority a) Boat launch location proposed

by NextEra

Figure 3.w

Description A proposed boat ramp for trailered boat access to serve lower Gulf Island Pond.

Proposed Facilities  Boat ramp to serve boat trailers  Parking for vehicles/trailers  Provide wayfinding/informational signage

Opportunities and Constraints  Trailered boat ramp access is needed to serve the lower Gulf Island Pond. To the north, Center Bridge Road (Turner) boat launch facilities are over extended, and the existing ramp/facility at East Waterman Road has poor access, no parking, and shallow water depth.  NextEra is to provide a trailered boat launch for lower Gulf Island Pond as part of their FERC licensure required recreation improvements, and has proposed and designed a facility on the site identified on the map, which is on their property; however, this proposed site has raised major concerns for the abutting landowners/residents.  The intersection of Route 4 and Fair Street/Oak Hill Road has been noted as a major traffic safety hazard (turning traffic). The addition of boat trailers and rigs turning in and out of this area is a concern. It has also been noted there is a 2011 report on the Route 4 traffic study by TY Lin/ATRC with recommendations on possible traffic safety improvements to Route 4. A traffic light at this intersection was found not to be warranted.  Possible opportunity to conduct a feasibility study for alternative boat launch sites.

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(R2) Gulf Island Dam Portage Enhancements, Lewiston Second Tier Priority a) Existing Gulf Island Dam portage route

Figure 3.x

Description Proposed enhancements to the existing portage facilities at Gulf Island Dam. Proposed Facilities Explore options to:  Improve parking for boat access  Improve wayfinding/informational signage

Opportunities and Constraints  Work with NextEra to enhance the existing portage facilities, improving the user experience.  Signage for the portage could be enhanced by having a more prominent marker at the take-out point on Gulf Island Pond (visibility from the water), and informational signage about the water trail and nearby facilities.  If possible, parking should be located closer to the Gulf Island Point take-out point.

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(R3) Deer Rips Dam Portage Enhancements, Auburn Second Tier Priority a) Deer Rips Dam portage route

Figure 3-y

Description Enhancements to the existing portage facilities at Deer Rips Dam. Proposed Facilities Explore options to:  Improve parking for boat access  Improve wayfinding/informational signage

Opportunities and Constraints  Work with NextEra to enhance the existing portage facilities, improving the user experience.  Ensure that portage access is well-signed, so that users can easily find their way on the portage trail and to/from parking access; signage for the portage could be enhanced by having a more prominent marker at the take-out point above the dam (visibility from the water), and updating existing informational signage about the water trail and nearby facilities.  Ensure that parking is provided to accommodate users who want to put-in below the dam (with signage to mark the put-in location).

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(R4) Hand-Carry Boat Access at Sunnyside Park, Lewiston Third Tier Priority a) Location of hand-carry access to be determined

Figure 3-z

Description New hand-carry boat access at Sunnyside Park.

Proposed Facilities  Hand-carry boat access site, accessed via existing and/or proposed trails, to be located along the riverfront at Sunnyside Park.  Provide wayfinding/informational signage.

Opportunities and Constraints  Location of take-out point dependent upon both shoreline conditions (slope/ledge) and river channel/current (park located at a narrow section of the river).  Possible permitting requirements include Shoreland zoning, NRPA, Army Corps of Engineers, MaineDOC.

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(R5) Lewiston Falls Portage Route, Auburn First Tier Priority a) Boat take-out north of West Pitch Park, portage route via proposed trail segment #17 and existing Auburn Riverwalk

Figure 3-aa

Description Proposed portage route for the Lewiston Falls Dam, on the Auburn side of the river, from a new handcarry boat landing north of West Pitch Park to the existing hand-carry launch at Festival Plaza.

Utilizes the proposed riverside trail (#17) crossing under the railroad trestle to West Pitch Park, and requires enhancements and amenities for the existing West Pitch Park trail and existing Riverwalk to Festival Plaza.

Length a) Stone dust trail from new boat take-out north of the trestle to West Pitch Park trail: 830 LF b) Improvements/amenities along West Pitch Park trails: 505 LF a) Signage and canoe rests along existing Riverwalk: 1,565 LF

Proposed Facilities  Stone dust trail from boat take-out to proposed riverside trail (#17) to West Pitch Park;  Improve asphalt trail surface in West Pitch Park; add wayfinding signage, lighting, and necessary portage route amenities such as canoe rests;  Addition of portage route amenities to Riverwalk from West Pitch Park to Festival Plaza boat launch.  Provide wayfinding/informational signage along entire route.

Opportunities and Constraints  See also proposed West Pitch Park to Center Street trail connection (#17)  Requires landowner negotiations/easements for proposed boat landing/take-out site, and trail to West-Pitch Park (see #17).

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    

Portage route will be long, with a total length of approximately 2/3 of a mile.

Location of take-out point above the falls dependent on location of buoys above the dam.

Boat landing facilities will require permitting, including Shoreland zoning, NRPA, Army Corps of Engineers, MaineDOC. Improvements to the paved trail through West Pitch Park are recommended as part of the portage route, including widening, improved lighting, wayfinding signage, and boat rests.

There may be an additional future portage route option for the Lewiston side of the river surrounding proposed future public/boat access on the canals, where boats could use the canals to get around the falls.

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(R6) Downtown/Riverfront Hand-Carry Boat Access, Lewiston First Tier Priority a) Proposed location for docks and hand-carry boat access

Figure 3-ab

Description New hand-carry boat access and docks for Lewiston Riverfront, with bank fishing access, as recommended in the Lewiston Riverfront Island Master Plan.

Proposed Facilities  Boat access site proposed at Simard-Payne Park, in combination with bank fishing access and an amphitheater-style park feature connected to the Riverwalk.

Opportunities and Constraints  Possible permitting requirements include Shoreland zoning, NRPA, Army Corps, MaineDOC.  Location/design of docks will depend on floodplain/high water levels, location of main river channel, and riverbank erosion control and stormwater management at access point.  Possible long-term, second location for handcarry access via the lower canal next to the Museum L-A building.

Images from the Lewiston Riverfront Island Master Plan (right, below)

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The Plan illustrates and describes the proposed waterfront improvements at Simard‐Payne Park.

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(R7) Improved Hand-Carry Boat Access at Little Andy Park, Auburn Third Tier Priority a) Possible relocation of the hand-carry launch on the Little Androscoggin River

Figure 3-ac

Description Improve hand-carry boat access on the Little Androscoggin River (New Auburn), replacing the existing hand-carry access at Little Andy Park.

Proposed Facilities  Possible relocation of hand-carry boat launch site for better access during low water periods.

Opportunities and Constraints  See design concepts developed during the 2012 Landscape Architecture charrette for the New Auburn/Little Androscoggin riverfront.  Boat access improvements may happen as part of proposed trail improvements along the Little Androscoggin, trail segment #14b.  Location of put-in point dependent upon both shoreline conditions (slope/ledge) and land ownership opportunities (land adjacent to Little Andy Park is currently privately owned).  Possible permitting requirements include Shoreland zoning, NRPA, Army Corps of Engineers, MaineDOC.

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(R8) Dresser Rips Portage, Lewiston Third Tier Priority a) Proposed Dresser Rips portage

Figure 3-ad

Description Provide a portage trail at Dresser Rips, for both the water trail heading south for unskilled paddlers, and for whitewater recreational use for skilled paddlers (practice runs for canoe/kayak on the rips).

Proposed Facilities  Portage trail with wayfinding/informational signage  Possible parking for boat access

Opportunities and Constraints  Explore parking access for Dresser Rips at Mount Hope Cemetery or LAWPCA  Ensure that access is well-signed, so that users can easily find their way on the portage trail and to/from parking access; include informational signage about the water trail and nearby facilities.  Possible permitting requirements include Shoreland zoning, NRPA, Army Corps of Engineers, MaineDOC.

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Section 4 - Implementation

4.1 Roles and Responsibilities The Androscoggin Land Trust has served as the facilitator for the development of this plan, but ultimately the cities of Lewiston and Auburn will need to take the lead in funding and implementation. In order to ensure that the Greenway effort continues to move forward, a Greenway committee or stakeholder group is proposed to coordinate with city staff, councils, ALT and other partners, and residents, and to champion implementation.

The successful implementation of the Greenway will depend on continued communication and joint municipal participation. The proposed Greenway committee, as a joint municipal group, must continue to maintain the level of communication needed to realize the regional Greenway vision.

The Greenway's success also depends on current and future partnerships, from non-profits, to businesses, to property owners, to state and regional agencies. Here are several of the key partners to date involved in the Greenway process: Partners  City of Lewiston  City of Auburn  Androscoggin Land Trust  Natural Park Service Rivers & Trails Program

4.2 Approach and Phasing While the Greenway vision serves as a constant, the Greenway's proposed land and water trails represent a conceptual plan that will need to retain a certain amount of flexibility for implementation.

The conceptual routes shown in this plan may change as new opportunities or constraints present themselves, but the core values or objectives described in this plan will continue to guide implementation.

The phasing diagram (next page) proposes the order in which trails and facilities might be funded and implemented. Each phase might be considered to fall generally within a 5 year timeframe. This proposed phasing gives the communities a suggestion of where to begin on implementation, and which items are long-term projects (based on the feasibility, assumed difficulty or costs, and priority/tier).

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4.3 Funding Opportunities All of Maine's municipalities struggle with the realities of the costs associated with investing in public improvements. For trail and recreation efforts, there are a number of traditional approaches to funding that many Maine communities have employed to see their plans through to implementation. This section highlights some of the major programs that are used to fund trails in Maine, and lists additional programs and strategies for funding which may be used in certain situations.

Most of the funding programs traditionally used to fund trails originate from federal sources and are administered by the State. These funding sources in recent years are also subject to fluctuation in the level of funding provided from year to year. The information provided here on various programs is the most current available, but program details such as availability, deadlines, and requirements may change, and communities should contact the appropriate agencies to ensure they have the best information about a funding program.

A. City Funds (TIF, CIP budget, discretionary, in-kind, etc.)

The primary need for local funding will come from the need to provide match funds for most grant sources. Many grants allow for a certain amount of in-kind match such as the use of city labor or resources or other donated services from within the community. However, the Cities should consider the strategic use of local funds such as from TIF or CIP budgets to construct smaller projects or take advantage of public-private partnerships that can result in trail implementation. For example, the Lewiston Riverfront Island Master Plan calls for both redevelopment and trail implementation in the riverfront island district, where there could be opportunities to match private redevelopment funds with local funds to develop trails.

As many of the grants used by Maine communities to develop trails become less available and more competitive, many communities look to dedicating funds such as from impact fees or other development fees to secure funding.

Also, while local bonds can be less favorable politically, they have been discussed in recent years as a practical and financially feasible opportunity to fund recreation and conservation efforts.

B. MaineDOT Funding

There are a number of ways that communities in Maine gain funding for road, pedestrian, and bicycle improvements through the Maine Department of Transportation (MaineDOT). The most prominent pedestrian/bicycle funding is the Quality Communities Program, described below. In addition, programs such as TCSP or through the biennial work plan may be an appropriate fit, and should be discussed with MaineDOT.

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In addition to this program, the Town may wish to explore other MaineDOT funding, such as discretionary grants and federal programs, or funding through the Biennial Capital Work Plan (http://www.maine.gov/mdot/planningdocs/bcwp2012-2013). 

Quality Communities (i.e. Transportation Enhancement & Safe Routes to School) MaineDOT’s Quality Community Program encompasses both Transportation Enhancements and Safe Routes to School programs. The Department has consolidated its funding application process for both of these funding programs, with a typical annual deadline of July 1 (preceded by a spring Letter of Intent), depending on the federal funding allocation and other timing considerations.

This competitive program is intended to improve community transportation related facilities through bicycle and pedestrian improvements, safety improvements, environmental improvements, scenic, historic, and other quality community improvements. The program is intended to support new pedestrian and bicycle facilities, with an emphasis on the transportation value (versus recreation value) the proposed project has for the community.

There are also certain design and construction standards required by MaineDOT that should be taken into consideration when matching this funding source to Greenway projects. For example, MaineDOT requires trails and multi-use paths to be paved (versus gravel), and has standards for dimensions (like trail width) and engineering design; trail segments that need to use alternative trail design should be funded by other sources. Also, MaineDOT funding does not cover amenities such as lighting, signage, benches, etc.

The Quality Community Program typically requires separate applications for the design and the construction phases. Projects must have their design phase complete and approved by MaineDOT before applying for construction funds. There is no stated limit to the funds for each project, however, MaineDOT typically has approximately $8 million each funding round, and project awards typically vary from $200,000 to $1 million. The Cities should continue to work closely with MaineDOT Bicycle, Pedestrian, and Quality Community Program Manager for questions or to coordinate potential applications.

For more information: http://www.maine.gov/mdot/pga/qcp



Other funding (TCSP, work plan, etc.)

The Transportation and Community System Preservation Program has largely been overlooked as a source for pedestrian/bicycle facilities funding, but may be a possible

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funding source. This is an annually funded federal program. For more information, the Cities should consult Androscoggin Transportation Resource Center (ATRC) and/or MaineDOT. Web sources for the TCCP Program: http://www.fhwa.dot.gov/tcsp/ http://www.fhwa.dot.gov/discretionary/tcsp2012info.htm Some of the Greenway projects, particularly those that involve shoulder improvements, striping and sidewalks, may be a fit with funding through MaineDOT’s Biennial Capital Work Plan. However, the need for MaineDOT funding for other city road and transportation projects may push many trail projects down on the list of funding priorities.

Web source for on the Biennial Capital Work Plan: http://www.maine.gov/mdot/planningdocs/bcwp2012-2013 C. MaineDOC Funding Funding through the Maine Department of Conservation offers another potential pool of funds for Greenway implementation, including the Recreational Trails Program, Boat Facilities Fund, and Land & Water Conservation Fund. 

Maine Trails Fund (Recreational Trails Program) This program funds trail development, implementation and maintenance, with 30% funding towards non-motorized trails, 30% towards motorized trails, and 40% towards “projects that facilitate diverse trail use”. Projects can include: 

Maintenance and restoration of existing recreational trails;



Development and rehabilitation of trail side and trailhead facilities and trail linkages for recreational trails;



Construction of new recreational trails;



Acquisition of easements or fee simple title to property for recreational trails or recreational trail corridors;



Operation of educational programs to promote safety and environmental protection as those objectives relate to use of recreational trails.

Program administered through the Bureau of Parks and Lands. Funding is dependent on the reauthorization of the Recreational Trails Program in the Maine Department of Transportation budget.

For more information:

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http://www.state.me.us/doc/parks/programs/community/trailsfund.html



Boating Facilities Fund This program funds the acquisition, development and renovation of public recreational boat access sites to the waters of Maine. Projects must be assured to be available to the general public as a recreational boating facility. Priority is given to funding launching facilities that can be used by both motor and non-motorized watercraft. Funding supports: 

Land appraisal, legal, and other professional services associated with the acquisition of land rights needed for the project;



Purchase of land rights up to appraised fair market value;



Professional design/engineering services;



Approved construction costs;



Administrative costs such as advertising for bids and recording deeds;



Permit fees paid to external regulators;



Construction management and inspection costs.

Program administered through the Bureau of Parks and Lands. A 50% cash or in-kind match is required, and grants may be monetary or in the form of materials (e.g. floats and concrete planking for ramps). A pre-application inspection/meeting must be scheduled with BPL staff.

Program information for 2012 indicated a range of $30,000 to $250,000 for individual projects.

For more information: http://www.maine.gov/doc/parks/programs/boating/grants.html



Land & Water Conservation Funding (LWCF) This program funds the development of public outdoor recreation facilities. Projects must be in accordance with the current (2009-2014) State Comprehensive Outdoor Recreation Plan (SCORP) (http://www.maine.gov/doc/parks/programs/SCORP/index.html).

Projects should have significant impact to a community, region or the State of Maine in general, including but not limited to:

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

Acquisition of property to prevent loss of an existing public outdoor recreation facility;



Acquisition of land to protect critical natural areas and/or wetlands;



Development of public outdoor recreation facilities to meet established, documented needs in a community or region;

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

Development of public outdoor recreation facilities that serve a broad range of users including special needs populations;



Renovation of existing public outdoor recreation facilities that serve an established, documented need.

Program administered through the Bureau of Parks and Lands. A 50% cash or in-kind match is required, with up to $100,000 for eligible acquisition and/or development projects. A preapplication inspection/meeting must be scheduled with BPL staff.

For more information: http://www.maine.gov/doc/parks/programs/community/lwgrants.html

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D. Other Funding Opportunities 

National Park Service, New England Governors' Conference Report, Obama America's Great Outdoors Initiative



Northern Borders Commission



Healthy Maine Partnerships/CDC Funds

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Appendix

5.1 Trail Surfacing Options 5.2 Summary of Public Input 5.3 Existing Plans and Resources 5.4 Trail Amenities 5.5 Draft Signage Plan Excerpts

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