Halfway Brook to Hudson Pointe Trail Connector Study Prepared for the Town of Queensbury September 2018 The intent of this plan is to document existing conditions, compare potential alternative alignments for an on- or off-road connection, and document order-of-magnitude costs for a preferred concept.This has been completed with the assistance of Alta Planning + Design and Creighton Manning Engineering, as well as the guidance of a steering committee of stakeholders and the general public. This plan will provide the framework to allow the Town to pursue funding for implementation in a future phase of project development. Please note that for the purposes of this plan, the term “trail” refers to the proposed bicycle/pedestrian connection as a whole, which may be made up of a variety of on- and off-road facilities. See page 2 for examples. The first step in identifying a trail alignment is to understand the conditions and features that may affect the viability of a trail. To facilitate this, a GIS analysis was performed, in which several factors were mapped, including regional connections, existing bike/ped features, topography and environmental features, vacant and developed land, traffic volumes/speeds, and crash history. Halfway Brook -- Hudson Pointe Trail Connector Study INTRODUCTION Over the past several years, the Town of Queensbury has worked steadily to improve conditions for cyclists and pedestrians. This has involved designating bike routes, constructing trails, and training local officials in the principles of Complete Streets. As part of this effort, the Town of Queensbury reached out to the Adirondack/Glens Falls Transportation Council (A/GFTC) for assistance in creating a conceptual plan for future trail connections in West Queensbury, from the southern terminus of the planned Halfway Brook trail to the Hudson Pointe preserve along the Hudson River. This north-south connection has long been noted as a priority in local and regional planning efforts. 1 Bike lanes designate an exclusive space for bicyclists through the use of pavement markings and signage. The bike lane is located adjacent to motor vehicle travel lanes and flows in the same direction as motor vehicle traffic. Bike lanes are typically on the right side of the street, between the adjacent travel lane and curb, road edge, or parking lane.  This type of treatment is often paired with traditional sidewalks to accommodate pedestrians. In some cases, the road shoulder can be designed and striped to act as a bike lane. Photo: Bay Road, Queensbury NY Photo: Fire Road, Glens Falls NY GLOSSARY A shared-use path is a facility which may be used by bicyclists, pedestrians, and other non-motorized users.They are separated from the roadway by an open space or a physical barrier and designed to meet ADA standards. A sidepath is a specific type of shared use path facility that is physically separated from the road but located within the roadway right of way. Bicycle boulevards are streets with low motorized traffic volumes and speeds, designated and designed to give bicycle travel equal priority as vehicles. Bicycle Boulevards use signs, pavement markings, and speed and volume management measures to discourage through trips by motor vehicles and create safe, convenient bicycle facility. Conversely, a Yield Roadway does not specifically discourage vehicle traffic, but rather promotes slow vehicular speeds via narrow travel lanes.These neighborhood streets are more conducive to bicycle travel, which, combined with bicycle route signage, can provide comfortable and safe on-road connections between off-road or other dedicated trail facilities. Photo courtesy pedbikeimages.org/Adam Fukushima Halfway Brook -- Hudson Pointe Trail Connector Study 2 REGIONAL MAP 9N Queensbury Connector 87 Study Area Regional Bike and Pedestrian Trails Regional On-Road Bike Routes LAKE GEORGE HEARTHSTONE POINT CAMPGROUND WARRENSBURG York. The Regional Map shows the study area and the The study area is located in thethroughout southwestthe surrounding trails and bicycle routes portion ofmap the indicates, Town ofthere Queensbury, region. As the is a lack of dedicated within Warren County, New bicycle/pedestrian facilities withinYork. the The study area. Regional Map shows the study area However, there are potential connections to and the Rush Pond/Halfway Brook trail system in the north and the the surrounding trails and bicycle routes Feeder Canal Trail toregion. the east, which in turn connects throughout the to the Warren County Bikeway, an important regional facility. N 9L 0 0.5 1 FORT ANN 9N MILES 2 9L 9 LAKE GEORGE WILD FOREST PROSPECT MOUNTAIN HADLOCK POND VILLAGE OF LAKE GEORGE GTON CO WASHIN 9L LAKE GEORGE WILD FOREST 149 9N 9L LAKE GEORGE 149 UNTY CO WARREN UNTY 87 RIDGE JENKINSVILLE PARK RK DACK PA ADIRON 149 9N GURNEY LANE RECREATION PARK 9 QUEENSBURY GLEN LAKE KINGSBURY 87 9L LAKE GEORGE WILD FOREST 4 254 Aviation Road xo nR oa d Potter Road Di Peggy 9 COLE’S WOODS 254 Ann Ro 32 ad LAKE LUZERNE VILLAGE OF HUDSON FALLS 254 tM Wes Road GLENS FALLS ou n LAKE GEORGE WILD FOREST oad nR tai ADIRONDACK PARK Luzerne Pitcher Road Corinth Road UD H TY N CO U N TOWN OF MOREAU RECREATION PARK R RE WAR SA O GA CO AT UNT Y MOREAU LAKE STATE PARK 4 87 V ER RALPH ROAD STATE FOREST SON RI VILLAGE OF SOUTH GLENS FALLS MOREAU EXISTING CONDITIONS Regional Connections REGIONAL The study area is located in the southwest portion of CONNECTIONS the Town of Queensbury, within Warren County, New LAKE GEORGE WILD FOREST 9 9 32 VILLAGE OF FORT EDWARD FORT EDWARD Halfway Brook -- Hudson Pointe Trail Connector Study 3 Ro ad St re et Dix on Zenas Drive 58 COLE’S WOODS Ro a d rD riv e vo i er Re s ve Media Dri d Ro a om Ro ad e Na tiv Bo Cou shire Candlebe rry Drive Big rt hae ls Mic Rose Lane nR oa d kov e Bric Kimberly Lane Eagan Road Big Bay Road Cou rt Wa lton Dri ve Woo d ad ive Roa d els Road rinth e Stre Twin Chann Co nue nue nd Avenue Vermont Ave Rhode Isla Maine Ave Herald Dr sh Road Drive ad Carey Ro Road Founders Way ive Hills Dr Sugar Bu t Main Halfway Brook Trail (Proposed) Town Designated Bike Routes SON RIV Priority Bike Newtork DA/GFTC E HU te Bou levard R A/GFTC Rural Priority Pedestrian Newtork Goldfinch Road Mockingbird Lane HUDSON POINTE NATURE PRESERVE Quincy Lane WAR RE A/GFTC Suburban Priority Pedestrian Newtork 87 NTY COU Drive IVE R A/GFTC Urban Priority Pedestrian Newtork N CO UNTY SARA TOGA ia Aless R HUDSON WEST END PARK BICYCLE/PEDESTRIAN FEATURES 28 Corinth Road 87 ROCKSPORT CLIMBING GYMSilver Circle BIG BAY PRESERVE n Poin ive Maple Dr erman Avenue Upper Sh ad Stevens ad Hudso Way M Ro Division ad les Kett a Ro Road Pinello Ro ad Island Ro ad d ea r cC WEST MOUNTAIN SKI RESORT Sherman ntain Ro ou West M 58 Ogden ollo yH ne CLENDON BROOK PRESERVE et Road Merritt Ro d d oa wR e Circle d a Ro d e Ro kS tre nue South Ave Corinth mer Road Ro a Pine Cone Road Path in nta e cle Briwood Cir Woodland Timber Lan u Mo st We Pinewood Roa d Sanders Roa Tripham Ho ne Road e Stephanie Lan rt urt Van Dusen Anthony Cou ne re hwe enue Ohio Av Drive Windsong enue Alpine Av nue Illinois Ave k Avenue Adirondac East Drive n Avenue West Drive Wisconsi a Avenue Minnesot Drive Road Luzerne Linette La Re ve Nort Lupine La e Burnt Hills Driv Pitcher Road ADIRONDACK PARK oad st R Elmhurst We ive Drive Arbutus t Drive Luzerne ar ADIRONDACK SPORTS COMPLEX Way stberry Nicole Dr Co Wayne R EEK 58 ue een Road Wintergr Richmond Hill ad C ON CLEND nA ven Street Burch Ro e Drive Laurel Lan Marigold Dean Drive ue wer Aven Eisenho rma Leo Stree e e Warren Lan She Fo Cl IR VO SER rg Old Howard per yL ane E OOK R ad ive Up Am e riv nD itli Ca eL an Petrie Lane Lilac Lane HALF WAY BR Hidden ue ne Oak Tre an Aven ne tre eth La Margaret Drive Sherm Fawn La ch Ferris Dr Pe a Court Autumn Lane k Road n Broo ad Elizab ad Pasco Avenue Upper Ann Ro ry Drive Queen Ma Finch Ro eet John Str Peggy Court Hampton kee Lane Chero Briggs Drive untain Ro e ant W alk Lambert Drive Pheas Drive Road e Forest Lan n Lane Mcechro Algonquin Drive Tomahawk West Mo an lL HALFWAY BROOK Peggy Ann Road Iroquois Morgan Mil Bronk Drive Old per Drive Lady Slip Fuller Road The existing trails and designated bike routes in the study area are documented in the map to the left. This includes the proposed Halfway Brook Trail (still under development), town designated bicycle routes, and the priority bicycle network and pedestrian areas identified by the A/GFTC Regional Bicycle and Pedestrian Plan. Although the study area contains designated bicycle routes, these roadways do not have dedicated bicycle lanes; cyclists and pedestrians use the road shoulders (where available) or share space with vehicular traffic. In addition, the road network is not conducive to northsouth travel; there is no easily-identifiable way to get from Peggy Ann road to Corinth Road without crossing private property or traveling miles to the east or west. ll Road Aviation Ma 87 EXISTING CONDITIONS Circle cle Burke Cir Heinrick TOWN OF QUEENSBURY Cottage Hill Road Farr Lan e Fo xF arm Roa d We st M oun tain k Burke Drive t Drive ric ive Helen Dr RK DACK PA ADIRON Midnigh in Birch Lane enue He Aviation Road Bicycle & Pedestrian Features 9 ay North QUEENSBURY HIGH SCHOOL Greenw Drive Avia tion Road Di xo n Ro ad ive Sylvan Av Avenue Lane ay le W Nob ta Avenue Buena Vis ial Drive Centenn Manor June Drive Roa d Potter Road CREEK HAL FWAY Lester Drive Clendo tion Westland iar Sweetbr Drive ad Willow Ro Sycamore e Road Lane Sugar Pin Stewart Road e Pinion Pin Lane Queens Avia Kiley Lane Carlton Dr White Pine Road Bike/ped data provided by A/GFTC 0 0.125 0.25 N MILES 0.5 Halfway Brook -- Hudson Pointe Trail Connector Study 4 Ro ad arm Farr Lan e Roa d Fo xF Manor Drive QUEENSBURY HIGH SCHOOL Avia tion Road Di xo n Ro ad He in ric k St re et Potter Road RK DACK PA ADIRON xo n COLE’S WOODS Ro a d Ol Mi Bronk Drive d an ll L e ive Media Dr Ro ad m Ro ad Bo o Big Bay Road e Eagan Road Big tiv Na ad Ro ad O ld Fo rg e t our Wa lto y Drive Candleberr e Stre In terms of environmental features, there are limited amounts of wetland areas along Clendon Brook, as well as an isolated wetland between Michaels Drive and Richmond Hill Road. Neither of these wetlands areas are anticipated to directly impact any of the proposed trail alignments; however, as detailed design is undertaken, further analysis of wetlands should be undertaken if needed. In addition, previous environmental analyses have indicated the probable presence of Karner Blue Butterfly habitat in the study area. This should also be taken into account as part of the design process. TOPOGRAPHY AND ENVIRONMENTAL FEATURES R Karner Blue Butterfly Habitat Freshwater Emergent Wetland N RIV O DS Freshwater Forested/ U E H Shrub Wetland Freshwater Pond Lake 87 Riverine NYSDEC Wetland Buffers Checkzones HUDSON POINTE NATURE PRESERVE WAR RE NTY Aless N CO UNTY COU ve ia Dri 20-Foot Contours 10-Foot Contours SARA TOGA ntain Ro nC d nR oa SKY ZONE nels Road kov e t Main Twin Chan Bric enue ue th R oad Maine Aven ue nd Avenue Rhode Isla Vermont Av enue Illinois Aven Ohio Av Co rin e Drive Founders Way Hills Driv Circle Drive Windsong BIG BAY PRESERVE 28 HUDSON WEST END PARK ad Mockingbird Lane E RIV 87 ROCKSPORT CLIMBING GYMSilver Circle Road CLENDON BROOK PRESERVE Quincy Lane Corinth Road Arbutus ne en Road Lupine La Road Stevens Road Goldfinch Road Road ad M WEST MOUNTAIN SKI RESORT Division Pinello Ro te a Ro d ad ar v ule Bo ay les W Kett in Po d a re cC re Winterg Corinth Ogden on Road 58 Island Ro ds Hu untain o West M Sherman ollo yH ne Ho enue erman Av Upper Sh ADIRONDACK SPORTS COMPLEX Carey Ro d d IR VO SER ad e a Ro Ro a d oa wR hw Nort Avenue Wisconsin Avenue Minnesota ad Sanders Ro Pinewood Ro n Road Path Woodland cle Briwood Cir in nta ou tM s We Stephanie Lan R EEK Van Duse C ON Road Pitcher Road re East Drive Luzerne ne ad t ve Road Linette La 58 Ro est e Burnt Hills Dri ive Re ve Aven u ry Way Westber Nicole Dr CLEND rman Street Luzerne ADIRONDACK PARK r She Drive Dean Drive Uppe Leo Stree Richmond Hill e Warren Lan ne Laurel La ad Burch Ro ive Dr yL ane Howard Am Petrie Lane E OOK R Hidden nue HALF WAY BR Oak Tree an Ave ne Lilac Lane Ann R oad eth La ne Elizab ive Ferris Dr Sherm Fawn La Peggy Court lin it Ca o Clend Upper Autumn Lane k Road n Broo Court Hampton et John Stre Pasco Avenue Drive West M ou Lambert Drive Road Drive Briggs Algonquin Tomahawk Morgan HALFWAY BROOK Peggy Ann Road Fuller Road R 0 0.125 0.25 EXISTING CONDITIONS Di Zenas Drive 58 Elevation and slope of the topography in the study area is an important consideration, as steep slopes can inhibit trail development. The elevation within the study area ranges from 284 feet to 502 feet, as shown in the map to the left. For the most part, the study area has flat-tomoderate slopes. However, the steep slopes south of Corinth Road where Clendon Brook meets the Hudson pose a challenge. There are existing trails in this vicinity, including a small bridge over the brook; however these facilities do not meet contemporary standards for access. ll Road Aviation Ma 87 ive BR HAL FWAY OOK Topography & Environmental Features 9 Aviation Road Burke Drive Helen Dr Cottage Hill Road Mo unta in R oad We st enue Sylvan Av ue sta Aven Buena Vi l Drive Centennia enue Av Westland Lane ad ad Willow Ro r Sweetbria ne Lane Stewart Road Drive Sycamore e Ro Sugar Pin Pinion Pi Lane Queens tion Kiley Lane ive Carlton Dr June Drive Avia White Pine Road N MILES 0.5 Environmental data provided by NYSDEC through NY Clearinghouse accessed 2017 Halfway Brook -- Hudson Pointe Trail Connector Study 5 Ro ad Farr Lan e arm Fo xF Mo unta in R oad Manor Drive QUEENSBURY HIGH SCHOOL Avia tion Road Di xo n Ro ad He in ric k St re et Potter Road RK DACK PA ADIRON xo n COLE’S WOODS Ro a d Ol Mi Bronk Drive d an ll L e ive Media Dr Ro ad m Ro ad Big Big Bay Road Bo o e tiv Na ad Ro ad O ld Fo rg e t our Wa lto y Drive SKY ZONE Road LAND Eagan OWNERSHIP AND VACANT LAND Vacant Land R DSON RIVE County HU Warren City of Glens Falls Mockingbird Lane HUDSON POINTE NATURE PRESERVE Quincy Lane Town of Queensbury 87 Queensbury Land Conserv. 28 WAR RE National Grid NTY Aless N CO UNTY 2017 Parcel data provided by Warren County GIS COU ve ia Dri SARA TOGA ntain Ro nC d nR oa Candleberr BIG BAY PRESERVE e Stre nels Road CLENDON BROOK PRESERVE t Main Twin Chan kov e ue Bric Maine Aven nd Avenue ue enue Vermont Av Rhode Isla enue Illinois Aven Ohio Av th R oad Drive WEST END PARK ad Co rin e Windsong 87 ROCKSPORT CLIMBING GYMSilver Circle Road Founders Way Hills Driv Drive Circle Arbutus ne Road Stevens Road Goldfinch Road Division ad M rd va ule Bo ay les W Kett cC WEST MOUNTAIN SKI RESORT Road te a Ro ad in Po d a re Ogden on Road 58 Island Ro ds Hu untain o West M Sherman ollo yH ne Ho enue erman Av Upper Sh ADIRONDACK SPORTS COMPLEX Carey Ro Corinth Pinello Ro d Avenue Wisconsin Avenue Minnesota d Ro a d oa wR hw Nort IR VO SER ad a Ro re ad Pinewood Ro e in nta ou tM s We Path Woodland cle Briwood Cir n Road ad Sanders Ro Pitcher Road Ro est en Road Road Stephanie Lan R EEK Van Duse C ON ne Lupine La Luzerne East Drive Road Linette La 58 re Winterg ve Burnt Hills Dri ive Re ve e Way Nicole Dr CLEND Aven u t ry Westber rman Street Luzerne ADIRONDACK PARK r She Drive Dean Drive Uppe Leo Stree Richmond Hill e Warren Lan ne Laurel La ad Burch Ro ive Dr yL ane Howard Am Petrie Lane E OOK R Hidden nue HALF WAY BR Oak Tree an Ave ne Lilac Lane Ann R oad eth La ne Elizab ive Ferris Dr Sherm Fawn La Peggy Court lin it Ca o Clend Upper Autumn Lane k Road n Broo Court Hampton et John Stre Pasco Avenue Drive West M ou Lambert Drive Road Drive Briggs Algonquin Tomahawk Morgan HALFWAY BROOK Peggy Ann Road Fuller Road EXISTING CONDITIONS Di Zenas Drive 58 Property that is predominantly undeveloped (currently void of a commercial or residential building) can offer opportunity for integrating pedestrian and bicycle accommodations in site planning ahead of development. Some of these properties may already be in conservation and undeveloped in order to serve another purpose or remain in a natural state. There are also large parcels which are publicly owned. These lots, owned by the Town of Queensbury, the City of Glens Falls, and the Queensbury Land Conservancy, represent opportunities for off-road or expanded on-road facilities. ll Road Aviation Ma 87 ive BR HAL FWAY OOK Vacant & Undeveloped Land 9 Aviation Road Burke Drive Helen Dr Cottage Hill Road enue We st Roa d June Drive tion enue Sylvan Av ue sta Aven Buena Vi l Drive Centennia Av Westland Lane ad ad Willow Ro r Sweetbria ne Lane Stewart Road Drive Sycamore e Ro Sugar Pin Pinion Pi Lane Queens Kiley Lane ive Carlton Dr Avia White Pine Road Corinth Road HUDSON E RIV R 0 0.125 0.25 N MILES 0.5 Halfway Brook -- Hudson Pointe Trail Connector Study 6 Ro ad St re et Dix on Zenas Drive 58 COLE’S WOODS Ro a d rry Drive Candlebe ive Dr ir vo er Re s ve Media Dri 39583 d Ro a m Ro ad oo e tiv Na Eagan Road Big B Cou shire Woo d d Kimberly Lane 8771 Big Bay Road nC ourt Wa lto rt ls D rive hae Mic Rose Lane nR oa kov e Bric Roa d t Main els Road Twin Chann rinth nue nue nd Avenue Rhode Isla Vermont Ave Maine Ave WEST END PARK ad Co 87 sh Road ive ive Hills Dr ive Maple Dr erman Avenue Upper Sh Sugar Bu Herald Dr et Hidden e Circle Drive Carey Ro Founders Way a Ro ROCKSPORT CLIMBING GYMSilver Circle Road BIG BAY PRESERVE Pine Cone Road ad Merritt Ro Stevens Hudso AADT (2015) 1,001-3,000 n Poin s Wa e Stre Corinth Road has the highest traffic volume within the study area, reaching over 8700 cars per day in certain sections. Upper Sherman also experiences traffic volumes of over 5000 cars per day, with about 3600 cars per day on Luzerne Road. Although current traffic counts are not available for Peggy Ann Road, A/GFTC staff estimates traffic volumes of between 3000-4000 cars per day, based on historic counts. For the most part, the neighborhood streets and roadways have a speed limit of 30 mph. However, the major east-west roads (Peggy Ann, Upper Sherman, Luzerne, and Corinth) have speed limits of 40-45 mph. The higher speed limit can affect the comfort and safety of cyclists and pedestrians, and is a factor to consider when selecting a trail alignment. DSON RIVE HU 3,001-5,000 te Bou levard R y WEST MOUNTAIN SKI RESORT ne d Road le Kett a Ro cC M Division nd Road d a re CLENDON BROOK PRESERVE Isla Sherman ad ain Ro ount West M 58 ad d oa wR ollo yH ne Ho Pinello Ro d hw Goldfinch Road Mockingbird Lane 5,001-7,000 HUDSON POINTE NATURE PRESERVE Quincy Lane 7,001-9,000 9,001-11,000 28 WAR RE 87 > 20,000 UNTY AADT data provided by NYSDOT N NTY COU e ia Driv Aless N CO SARA TOGA Nort Ro a Road Ogden re kS tre nue South Ave Corinth 7214 mer Road Re ve 1511 Drive e Pinewood Roa Path Woodland Stephanie Lan d d a Ro cle in nta e Briwood Cir Timber Lan ou tM s We Tripham ad enue Ohio Av Drive Windsong enue Alpine Av nue Illinois Ave k Avenue Adirondac East Drive n Avenue West Drive Wisconsi a Avenue Minnesot Drive Road Sanders Roa Road urt Van Dusen rt ne Linette La Luzerne Arbutus e Burnt Hills Driv Pitcher Road ADIRONDACK PARK Ro est een Road y Way Westberr 3645 Fo ar ADIRONDACK SPORTS COMPLEX Road ive Anthony Cou R EEK 58 5203 Elmhurst Drive Luzerne Nicole Dr Co Wayne C ON CLEND ue Lupine La ad 2233 nA ven Street Richmond Hill Burch Ro e Drive Laurel Lan Marigold Dean Drive ue wer Aven Eisenho rma t Leo Stree e riv e Warren Lan She Wintergr nD Lilac Lane per yL ane Petrie Lane 2452 Up Am e e rg Old Cl IR VO SER d Howard itli Ca eL an E OOK R Oak Tre ue HALF WAY BR Margaret Drive an Aven ne tre ne ry Drive Sherm Fawn La ch eth La ive Pe a urt Autumn Lane Road Elizab Ferris Dr Upper ad Queen Ma ad Ann Ro Co Hampton Finch Ro eet John Str Peggy Court Pasco Avenue Drive e Lane Cheroke Briggs Drive Road Fo ant W alk Lambert rest Lane 45587 Pheas Drive Tomahawk tain Road Drive Algonquin Iroquois West Mo un e HALFWAY BROOK Peggy Ann Road 4937 Morgan an lL per Drive Lady Slip n Lane Mcechro Fuller Road Mil Bronk Drive Old Lester Drive The average annual daily traffic (AADT) indicates the average traffic volumes on the roadway in a 24hour period. It is important to consider the AADT of roadways when planning on-road bicycling and walking routes, as people tend to be more comfortable using on-road bicycling and walking facilities located on lowervolume roadways rather than higher volume roadways. This data is collected by the New York State Department of Transportation; the most recent AADT data available for this area was gathered in 2015. Map 6 shows the AADT for all recorded roadways within the study area. ll Road Aviation Ma 87 EXISTING CONDITIONS 2607 cle Burke Cir Circle Heinrick ive TOWN OF QUEENSBURY 25953 Cottage Hill Road Farr Lan e arm Roa d We st M oun tain Fo xF k Helen Dr RK DACK PA ric Burke Drive Way in Birch Lane He Aviation Road Traffic Volumes & Speed Limits 9 North QUEENSBURY HIGH SCHOOL t Drive Midnigh Potter Road 2971 CREEK HAL FWAY ADIRON Drive Avia tion Road Di xo n Ro ad ive enue Sylvan Av Avenue iar Lane ta Avenue Buena Vis ial Drive Centenn Manor 9504 ay Greenw Roa d June Drive tion Westland ad Willow Ro Sweetbr ad le Nob 3098 Brook Drive Sycamore e Lane Stewart Road n Clendo e Ro Sugar Pin Pinion Pin Lane Queens Avia Kiley Lane Carlton Dr White Pine Road 3103 Corinth Road HUDSON E RIV R 0 0.125 0.25 MILES 0.5 Halfway Brook -- Hudson Pointe Trail Connector Study 7 Crash data was analyzed for the five years of crashes reported in the region from the beginning of April 2012 through the end of March 2017. This dataset includes multiple types of vehicle crashes. Especially important to this particular study are the crashes between vehicles and bicyclists and pedestrians. There are two crashes with bicyclists (noted by the yellow points on the map), one in July 2012 and one in June 2014, and each was located at an intersection.The 2012 crash occurred at the intersection of Corinth Road and Rhode Island Avenue and the 2014 crash was located at the intersection of Luzerne Road and Indiana Avenue. The pedestrian collision (noted by the blue point on the map) occurred in February 2017 on Minnesota Avenue. These isolated incidents do not indicate an easily identifiable pattern of bicycle or pedestrian crashes. EXISTING CONDITIONS Safety Vehicle Only Crash data provided by NYSDOT, accessed through ALIS Halfway Brook -- Hudson Pointe Trail Connector Study 8 In attempting to identify the best possible location for a north-south connection, several ideas were put forth. The overall goal of creating a trail is to provide access, both to the trail itself, and to the destinations along the trail. Of the initial trail alignments, the concept of an onroad connection along the western edge of the project site, utilizing Peggy Ann and West Mountain roads, was rejected as not warranting further discussion. This concept was determined to not meet the goals of the project, in that it was too far removed from many of the neighborhoods in the study area to provide meaningful access, especially for pedestrians. From the initial discussions, the four remaining alternatives were put forth, shown at left. These include: »» Utility Line Corridor (2.96 miles, off-road) »» Clendon Brook (3.62 miles, on- and off-road) »» East Side (4.71 miles, on- and off-road) »» Burnt Hills (4.1 miles, on- and off-road) Each option is described in greater detail on the following pages. Halfway Brook -- Hudson Pointe Trail Connector Study ANALYSIS OF ALTERNATIVES Overview of Alternatives 9 The majority of this trail alternative is off-road. The northern terminus of this alignment is at the proposed Halfway Brook trailhead on Peggy Ann Road. From there, the trail would travel east along the north side of Peggy Ann for approximately ¼ mile as a shared use path, separated from the roadway. At the National Grid utility line, the trail would head south, following the utility corridor all the way to the Hudson Pointe Nature Preserve. There is a significant topographic challenge in crossing Clendon Brook within the utility line corridor. Alternately, the trail could break away from the utility corridor as it passes through the Clendon Brook Preserve, following a meandering path through the open space preserves as it crosses Clendon Brook at the existing bridge deck. Halfway Brook -- Hudson Pointe Trail Connector Study ANALYSIS OF ALTERNATIVES Option 1: Utility Line Corridor 10 This option includes a combination of on- and offroad facilities. From the Halfway Brook trailhead, this trail travels west along the north side of Peggy Ann for approximately 1/3 mile, turning south on Quail Run/ Lambert Drive and transitioning to a bike boulevard. At Upper Sherman, the trail heads east, transitioning to bike lanes/shoulders and sidewalks. The trail then follows Richmond Hill Drive as a bike boulevard or a shareduse path. At the southern end of Richmond Hill, private easements would be required to make the connection to cross Luzerne Road. The trail then continues south along Van Dusen Road as bike lanes and sidewalks. Crossing Corinth Road, the trail jogs west as a shared use path for a few hundred feet, then utilizes existing and proposed trails in the Clendon Brook Preserve. The crossing and trail alignment at Corinth Road would require easement(s), enhanced crossing signage, and possible re-grading of the road shoulder to allow room for a trail. As with option 1, the crossing of Clendon Brook poses a topographic challenge; however, it may be possible to improve the existing bike/ped bridge to bring the facility up to contemporary standards for access. Halfway Brook -- Hudson Pointe Trail Connector Study ANALYSIS OF ALTERNATIVES Option 2: Clendon Brook 11 From the Halfway Brook trailhead, this trail travels east as a shared use path along the north side of Peggy Ann for just under 1 mile before turning south along the National Grid utility corridor. The trail continues offroad, crossing Upper Sherman and Luzerne roads. The trail would then continue west along East and Central Avenues, turning south at Michigan Avenue. The onroad portions of the trail in this section would be bike boulevards or yield roadways. Utilizing Warren County property, the trail would transition to a shared use path, cross Corinth Road, then continue within the rightsof-way of Carey and Native roads as shared use paths. The trail would then cross into open spaces in the Big Bay preserve, following existing and proposed trails to Hudson Pointe. As with Option 2, the Clendon Brook crossing is anticipated to be accomplished by improving the existing bike/ped bridge, to bring the facility up to contemporary standards for access. Halfway Brook -- Hudson Pointe Trail Connector Study ANALYSIS OF ALTERNATIVES Option 3: East Side 12 From the Halfway Brook trailhead, this trail travels east along the north side of Peggy Ann for about half a mile before turning south and utilizing the trails and open space associated with the Queen Victoria’s Grant development, which would likely require an easement and potentially approval of the Homeowner’s Association. Another private easement would be required to make the connection to Upper Sherman road. The trail then travels east to Kylian’s Way, following the roadway south to Burnt Hills Drive. The trail crosses Luzerne Road near Pinewood Road, which has limited sight distance and may require additional engineering consideration. Alternately, the trail could continue along the east side of the residences on Pinewood, which would require private easements. At Corinth Road, the trail jogs to the east, then turns south on Carey Road. As with Option 3, the trail continues within the rights-of-way of Carey and Native roads. The trail would then cross into open spaces in the Big Bay preserve, following existing and proposed trails to Hudson Pointe. As with Option 2 and 3, the Clendon Brook crossing is anticipated to be accomplished by improving the existing bike/ped bridge, to bring the facility up to contemporary standards for access. Halfway Brook -- Hudson Pointe Trail Connector Study ANALYSIS OF ALTERNATIVES Option 4: Burnt Hills 13 Evaluation Criteria Directness The alternatives were evaluated for directness of the trail alignment between the Hudson Pointe Preserve and the Halfway Brook Trail. Optimally, the trail will provide users a clear and consistent route or “ease of use” to avoid confusion, measured by entire distance and number of turns. The shorter the distance and fewer number of turns, the higher the directness ranking. Consistency Confusion can occur when multiple facility types are combined to cobble together a trail, leading trail users to switch between facilities and possibly conflict with other modes. Another means of representing ease of use, each alternative is evaluated for consistency based on the number of transitions as well as number of intersection crossings. The fewer the number of transitions and intersections, the higher the consistency ranking. To enable the Town to make an informed choice between the conceptual alignments, a series of criteria were developed in collaboration with the Steering Committee. These represent the complexity concerning trail development and broadly include the consideration of topography, traffic volumes and conflicts, crossings, environmental impacts, cultural and economic resources, as well as site control and acquisition. Specifically, the Steering Committee sought to incorporate the following: ease of use, safety, exposure to motorized traffic (especially at higher speeds), cost, winter use, and environmental engineering issues such as stormwater and drainage. While not all of these are explicitly analyzed, they are integrated into the larger concepts detailed at left. Implementation This criterion evaluates how easily an alignment can be implemented. The implementation criteria includes constructability, which in this case primarily centers on site control, but also includes barriers to construction, such as topographic challenges, pinch points, and environmental issues. The more the alignment resides within the “public” right-of-way including the properties owned by local governments and land trusts, the easier it will be to implement. Safety Each alternative was evaluated for potential conflicts with other uses, especially exposure to motorized vehicles. Measured by both the degree the facility is separated from traffic and trail length located on roadways with higher traffic volumes and speeds. The greater the exposure of trail users to high speed, high volume roadways, the lower the safety score. ! Halfway Brook -- Hudson Pointe Trail Connector Study ANALYSIS OF ALTERNATIVES Connectivity Evaluates the feasibility of each alternative to connect to existing facilities (e.g. sidewalks, bike lanes and trails) and destinations (e,g, parks and businesses). Measured by the number of existing facilities and destinations. A higher the ranking represents a stronger connection to existing facilities and destinations. Additionally, connections to A/GFTC Priority Bike and Pedestrian Network are considered. 14 Utility Line Connectivity Directness Consistency Implementation RANK RANK RANK NOTES RANK 4 Clendon Brook 3 East Side 1 Burnt Hills 2 NOTES •• Only provides connections to destinations at the north and south ends of the alignment •• Central location connects to 4 neighborhoods •• Connects to destinations at the north and south ends of the alignment •• Some connection to town bike network and pedestrian priority areas •• Central location connects to 6 neighborhoods •• Connects to many community destinations •• Strong connection to pedestrian priority network •• Eastern alignment connects to 7 neighborhoods •• Connects to destinations at the north and south ends of the alignment •• Some connection to town bike network and pedestrian priority areas •• Central location connects to 6 neighborhoods 1 2 4 NOTES •• 4 turns •• 2.96 miles •• 9 turns •• 3.62 miles •• 7 turns •• 4.71 miles 1 3 4 •• 9 turns •• 4.1 miles 3 2 •• 2 trail transitions •• 10 intersection crossings •• 7 trail transitions •• 13 intersection crossings •• 7 trail transitions •• 22 intersection crossings •• 7 trail transitions •• 7 intersection crossings 3 4 1 2 NOTES Safety •• 1 easement •• Significant topo. challenge at Clendon Brook crossing2 1 •• 5 easements •• 2 moderate topo. challenges •• 1-2 easements3 •• 1 minor topo. challenge (improved Clendon Brook bridge at existing crossing) •• 5 easements from 3 landowners, including Queen Victoria’s Grant HOA •• 1 minor topo. challenge (improve Clendon Brook bridge) RANK 1 4 2 3 NOTES •• No trail on roads with a speed over 30 mph •• No trail on roads with AADT over 5,000 •• No trail on roads with no physical separation •• 10 intersection crossings •• 20% of trail on roads with a speed over 30 mph •• 12 % of trail on roads with AADT over 5,000 •• 14% of trail on roads with no physical separation •• 14 intersection crossings •• No trail on roads with a speed over 30 mph •• No trail on roads with AADT over 5,000 •• 12% of trail on roads with no physical separation •• 22 intersection crossings4 •• 11% of trail on roads with a speed over 30 mph •• 11% of trail on roads with AADT over 5,000 •• No trail on roads with no physical separation •• 7 intersection crossings Notes: 1 Although only one easement is required with National Grid, it is for the majority of the trail length. Failure to obtain this easement would render this alternative infeasible. 2 It may be possible to mitigate this challenge by altering the alignment. See Engineering Considerations for more information. 3 A significant easement with National Grid would be required. Failure to obtain this easement would render this alternative infeasible. 4 The crash analysis indicated 13 accidents along Central Avenue from 2012-2016, 10 of which involved right-angle accidents. Although there were no serious injuries or fatalities, the high number of incidents indicates the need for further analysis if this roadway option is selected. Halfway Brook -- Hudson Pointe Trail Connector Study ANALYSIS OF ALTERNATIVES Option Evaluation Matrix 15 The decision to select one alignment is not merely a matter of assigning ratings and rankings to objective criteria. The evaluation matrix is an important tool to clarify consideration factors, but not all factors are of equal importance to the community. For example, it may be more important to provide access to neighborhoods and destinations than to select the alignment which is easiest to build. In addition, some of the factors influencing the criteria rankings can be mitigated through careful engineering and design. Public Meeting Vote Tally Trail Option Utility Line East Side Clendon Brook Burnt Hills Drive Second Choice First Choice 14 4 4 10 6 3 Preferred Alignment: Combine Utility Line and East Side to form loop trail system 4 2 Based on the criteria, the consensus of the Steering Committee was that the Utility Line alternative was the preferred alignment. There was also a preference expressed by Town representatives for the East Side alternative, due to the connections to destinations such as the West End Park, Rocksport Indoor Climbing Gym and Adirondack Sports Complex. In addition, this alternative offers strong potential for future connections to the Feeder Canal Trail. Although the input of the Steering Committee is important, it is crucial to select an alternative supported by the community. An alternative may look suitable on paper, but may have hidden drawbacks that are not apparent through objective analysis. After all, bicycle and pedestrian facilities are meant to be used. By providing a thorough public outreach process, the Town can be more confident that the selected alternative will e enjoyed by the community. A public meeting was held in December 2017. The meeting was well attended, with approximately 40-50 Queensbury residents and interested individuals. After a brief presentation on the project area and proposed alignments, attendees were asked to vote for their first and second choices for the trail. In addition, steering committee members and staff were present to answer questions. The vote tally is shown at left. As can be seen from the results of the voting, the Utility Line alternative had the most support from attendees. In addition, there was strong support for the East Side alignment, as well as a moderate support for the Clendon Brook alternative as a “back-up”.The Burnt Hills option was the least popular. There was clear consensus between public opinion and the Steering Committee. It is important to note that both the Utility Line and East Side options are dependent on securing access rights from National Grid, as discussed further in the Implementation section of this plan. In terms of selecting the preferred alignment, the Steering Committee opted to combine both the Utility Line and East Side alignments in a phased approach, also discussed in more detail in the Implementation section. Halfway Brook -- Hudson Pointe Trail Connector Study ANALYSIS OF ALTERNATIVES Preferred Alignment 16 Implementation There are many factors to consider before undertaking design and construction of the preferred trail.These include right-of-way acquisition, operation & maintenance, engineering considerations, cost, and phasing. Each of these is discussed in greater detail in this section of the plan. In addition, a list of potential funding sources and next steps has been included to further facilitate implementation. Before a trail can be designed and constructed, the Town of Queensbury must secure the rights to access the land. For the sections of trail that are located along a public roadway, this is likely to be straightforward, as the land is owned by either the Town itself or Warren County, which will likely grant access with proper permitting and maintenance agreements. Similarly, the sections of trail along the Hudson River are also located in publicly owned parcels. However, the majority of the off-road portions of the preferred alignment is located along National Grid utility corridors. Each utility company has a different policy regarding providing access for trail construction along their property. There are considerations for liability and maintenance, as well as ensuring future access for equipment maintenance. Historically, National Grid has required a full set of design documents before granting an easement for trail construction. This approach allows the company to fully vet all aspects of the proposed trail ahead of time. However, this poses a difficulty for local municipalities, since transportation funding often bundles design and construction as one package. In addition, most grant sources require that an applicant demonstrate site control before funding will be given out. Given that trail design can cost tens of thousands of dollars, not many local agencies can afford to design a trail without receiving grant funding. Recently, National Grid has struck an agreement with the Hudson Valley Greenway to provide access for the Empire State Trail. This long-term lease agreement was granted before detailed design was completed. As a condition of the agreement, National Grid will be involved in the design process. The agreement also calls for conditions relating to the trail specifications and other factors. IMPLEMENTATION Right-of-Way Acquisition It is important to note that there is no guarantee that National Grid would be willing to enter into a similar agreement with the Town of Queensbury. It is recommended that the Town ensure that similar conditions can be met when reaching out to National Grid concerning access. Halfway Brook -- Hudson Pointe Trail Connector Study 17 Operation & Maintenance Trail Maintenance Considerations & Cost The ongoing maintenance of the trail will have an associated cost. It is difficult to predict the exact amount; however, according to the Maintenance Practices and Costs of Rail-Trails report issued in 2015 by the Rails-to-Trails Conservancy, trail maintenance can average about $1,000/year/mile for non-asphalt surface trails, and about $2,000/year/mile for asphalt surfaces. The exact cost is likely to fluctuate from year to year. In addition, stone dust trails are likely to require less expensive, but more frequent, maintenance activities, as they are subject to more immediate effects of erosion and vegetative encroachment. Asphalt paths, conversely, may require significant resurfacing or repair every few years. In addition to trail surface, other factors which influence maintenance costs include: • • • • The availability of volunteer labor Mowing and vegetative clearing Litter clean-up Maintenance of signs and pavement markings IMPLEMENTATION A crucial consideration regarding the development of this trail is which agency will be responsible for ongoing operations and maintenance. As this plan was undertaken on behalf of the Town of Queensbury, it would be reasonable to identify the municipality as a potential trail owner, especially as the Town already owns and maintains trails. However, there are other groups which could take on this responsibility as well. These include Warren County, which currently owns and maintains the Warren County Bikeway, or a not-for-profit group, such as the Feeder Canal Alliance. Another option is for the Town to create a formal partnership with another organization for aspects of the maintenance while retaining primary ownership of the trail. It is important to keep in mind that much of the trail is dependent on securing access to National Grid utility corridors, as noted previously. A Trail Maintenance Agreement is likely to be required for all parties involved in the operation of the trail, including third-party organizations. Some of these factors will depend on trail design, while others will be affected by weather and human behavior. Halfway Brook -- Hudson Pointe Trail Connector Study 18 Phasing As stated in the previous section, the Town has expressed interest in pursuing a phased implementation approach, whereby the Utility Line and East Side alternatives could be combined.There are several ways the Town could phase the project; one option is detailed below. Phase 2: Pursue ROW, design, and construction of the Peggy Ann section. This section of trail is largely dependent on publicly-owned land. Although there are some topographic challenges in the eastern section of the trail, for the most part this shared path would be a straightforward construction project, as the area is largely undeveloped. Theoretically, if the Town of Queensbury and City of Glens Falls were to collaborate and construct portions of the trail using in-kind labor, this section could be used as a match in grant applications. PHASING OPTIONS Phase 1 -- National Grid Corridors Phase 2 -- Peggy Ann Road Phase 3 -- East Side Connector Phase 3: Pursue ROW, design, and construction of the southern loop connection. Much of this section of trail is located in the Hudson Pointe and Big Bay Preserve areas, which contain existing trails and are public lands. The on-road portions of the trail are anticipated to be located within the public ROW, however, a proper survey and detailed design are required. As with any on-road bicycle/pedestrian facility, the design phase may uncover hidden pitfalls (such as utility relocation or minor ROW requirements) that could slow the process. IMPLEMENTATION Phase 1: Pursue ROW, design, and construction of the trail sections located along utility corridors. As both the Utility Line and East Side trails are dependent on National Grid owned parcels, it makes sense to bundle these sections into one phase. The longer, western section of trail effectively accomplishes much of the stated goal of the project, which is to connect the Halfway Brook Trail and Hudson Pointe Nature Preserve. Although it may seem counter-intuitive to construct an isolated section of trail in the eastern portion of the project area, this short length provides crucial connections between the Hidden Hills, Lupine/Arbutus, and State Avenue neighborhoods and the Adirondack Sports Complex and West End Park. The preferred trail alignment was reviewed by engineers at Creighton Manning as a way to highlight considerations for design and construction. This review was intended only to flag potential issues which may need further study during the design phase. Halfway Brook -- Hudson Pointe Trail Connector Study 19 Old Forge/Peggy Ann Roads: Steep grades on the north side of the road will require careful design to ensure accessibility. Upper Sherman Avenue Crossing (East & West) • High speed & truck volumes may warrant enhanced crossing • Sight distance limited west of the crossing due to vegetation; additional clearing and roadside maintenance will be required Clendon Brook Crossing:Alignment should avoid the steep slopes, perhaps along the southern ridge line. A boardwalk is a potential solution; the cost is contingent on the specifications and materials that are used for construction. Less expensive materials such as wood or composite can be used for decking, however increased long term maintenance costs will be required. Off-Road Trail Surface, Hudson Pointe/ Clendon Brook Preserves: Existing trails and footbridges may need modifications to meet accessibility standards for grade, width, and cross slope. Either a stonedust or asphalt path surface could be implemented. The slopes on either side of Clendon Brook present a challenge to accessibility which will require careful design. Luzerne Road Crossing (East): Vegetation clearing on north side of road is required to allow for adequate sight distance. Central Ave: Further analysis of crash patterns is recommended before introducing additional bike/ped activity. If a sidewalk is constructed, the addition of curb will require a closed drainage system. Corinth Road Crossing (East): Carey Road intersection has associated crash history; may require additional consideration during design phase Native/Carey Roads: Fire hydrant relocations and driveway crossings are required if the sidepath is constructed on the west side of the roadway. The east side will have fewer utility impacts and driveway crossings, but will require more tree clearing and grading. Note: Midblock Road Crossings In general, trail and sidewalk crossings should be located near existing intersections when possible. Drivers may not expect to see trail crossings mid-block, making these locations less desireable. New midblock crossings will require advance warning signs, crosswalks, and yield markings on the roadway. Flashing beacons could be considered at specific crossings, however widespread implementation should be avoided. Excessive deployment of enhanced crossing devices can desensitize motorists and reduce effectiveness. Halfway Brook -- Hudson Pointe Trail Connector Study IMPLEMENTATION Off-Road Trail Surface, National Grid Corridors: Although stone dust may be the most economical option, soil conditions may warrant additional measures to ensure stability and durability. Steeper sections of trail may need to be paved or reinforced to prevent erosion. Engineering Considerations 20 Cost Estimates & Next Steps Phase 1 -- National Grid Corridors Trail Section Proposed Facilities Cost Utility Corridor, Hudson Pointe Blvd New Stone Dust Trail, 10’ Width; 20 Road to Peggy Ann Road Crossings; Clendon Brook bridge crossing East Avenue Parking Lot to Lupine New HMA Trail, 10’ Width; 4 Road Crossings Lane (Utility Corridor) $1,140,000 $631,000 $1,771,000 $355,000 $178,000 $355,000 Phase 1 Total $2,659,000 Phase 2 -- Peggy Ann Sidepath Utility Corridor to Halfway Brook Southern Trailhead Lupine Lane to Halfway Brook Trailhead New 10’ Wide Asphalt Sidepath $133,000 New 10’ Wide Asphalt Sidepath, 6 crossings, hydrant relocation Construction Subtotal Contingency (~20%) Design/Engineering (~10%) Construction Inspection (~20%) TOTAL, Phase 2 $464,000 $597,000 $120,000 $61,000 $120,000 $898,000 Phase 3 -- Central Ave to Hudson Pointe Hudson Pointe Blvd to Utility Corridor Hudson Pointe Nature Preserve to East Ave Parking lot Marked shared roadway, signs $3,000 Boardwalk/bridge, 10’ asphalt sidepath,utility relocation,drainage, 12 road crossings, bicycle blvd and sidewalk Construction Subtotal $1,152,000 Contingency (~20%) Design/Engineering (~10%) Construction Inspection (~20%) TOTAL, Phase 3 (Rounded) $231,600 $116,300 $231,600 $1,735,000 Total, All 3 Phases $5,292,000 It may also be possible to reduce overall costs by bundling design into fewer phases. Completing one overall design for all three phases also helps to improve the chances of securing grant funding. “Shovel ready” projects often score higher in grant rating, as the projects can be implemented faster and with greater chances of successful project delivery. Once this plan is finalized by A/GFTC, the Town may choose to seek funding. There are a number of grant programs which provide funding for design, construction, or both. The list below includes several options, however, the Town is encouraged to seek nontraditional sources of funding, such as public-private partnerships or other groups, which may provide additional assistance.The grant programs listed below have historically allowed for trail or trailrelated projects; future eligibility is not guaranteed. • 1,155,000 • • • • • Recreational Trails Program: 80/20 grant, $25,000/$200,000 project min./max. Make the Connection Program: 80/20 grant, $75,000 project min. Transportation Alternatives Program: 80/20 grant, $250,000/$5M project min./max. Waterfront Revitalization Program Implementation: 75/25grant, $2M project max. Climate Smart Communities (Mitigation Category): 50/50 grant, $10,000/$2M project min./max. Green Innovation Grant Program (Permeable Pavement): match varies, no project min. Halfway Brook -- Hudson Pointe Trail Connector Study IMPLEMENTATION Construction Subtotal Contingency (~20%) Design/Engineering (~10%) Construction Inspection (~20%) For the purposes of this study, planning-level cost estimates were prepared by Creighton Manning, Engineering and are summarized at left. Full versions of the cost estimates are included in the Appendix. It is important to note that these estimates do not include acquisition of right-of-way, which may be necessary depending on final design. In addition, costs for design/engineering and construction inspection are given for order-of-magnitude estimation purposes only; actual costs may differ depending on project complexity. 21 Appendices: Detailed Cost Estimates & Technical Memos Halfway Brook -- Hudson Pointe Trail Connector Study 22 MEMORANDUM Date: July 30, 2018 To: From: cc: William Sprengnether Stephan Godlewski, PE Josh Wilsey, PE Project: Halfway-Hudson Connector Trail Re: East Side Trail Alternative Review Purpose: The purpose of this memorandum is to provide an engineering review of the East Side Trail alternative developed by the project steering committee. Specific criteria reviewed are safety, accessibility, implementation and cost. Alternative Review: Alternative 4 – East Side Trail (Magenta) Accessibility: The existing trails within the Hudson Point and Clendon Brook Preserves may need modifications to meet accessibility standards. The slopes on either side of the Clendon Brook also present a challenge to accessibility. Existing footbridges within the preserves will need to be widened and brought up to current code. All proposed sidepaths and shared-use paths will meet accessibility standards for grade and cross slope. Either a stone-dust or asphalt path surface could be implemented. If existing roadway shoulders are used or widened (to provide on-road bicycle lanes or pedestrian paths) they may need to be modified to provide a maximum 2% cross slope. Implementation: This alternative will generally utilize existing public trail systems within the preserves, which results in relatively easy implementation for that segment. A review of the routing beyond the preserve identified several locations where existing features and property lines will present challenges: • Native Road/Carey Road - This segment of the route will require fire hydrant relocations and driveway crossings if the sidepath is constructed on the west side of the roadway. The east side will have less utility impacts, fewer driveway crossings, but will require more tree clearing and embankment to address the drop-off in grades. • Central Ave –This section is being considered for a bicycle boulevard and sidewalk one side of the road. A key component that will require review is, the large number of stop-controlled intersections. There should be no right-of-way impacts, but the addition of curb will introduce the need for a revised closed drainage system. • East Avenue Parking lot to Old Forge Road – This segment of the route will require an easement from National Grid as the proposed route will travel primarily through their utility corridor. The proposed section of the route through the West End Park should require little modifications to accommodate the proposed trail. • Old Forge Road/Peggy Ann Road – Generally there are steeper grades on the north side of the road. The south side has several fire hydrants and light poles that may require relocation. Safety: This criteria considers the type of trail facility (on-road or separated), existing traffic conditions and crossing conditions. The following segments/locations of this alternative will require careful consideration during detailed engineering: 2 Winners Circle Albany, NY 12205 Page 1 of 2 518.446.0396 www.cmellp.com MEMORANDUM Halfway-Hudson Connector Trail Alternative Review July 30, 2018 • Luzerne Road: o 85th percentile speed is approximately 50 mph and the posted limit is 40 mph (Note: The 85th percentile speed is the speed that 85 percent of vehicles do not exceed.) o This crossing will require vegetation clearing on the north side of the road to provide sufficient sight lines for trail users. • Upper Sherman Avenue: o 85th percentile speed for this roadway is approximately 59 mph and the posted limit is 45 mph o The roadway carries the highest percentage of truck traffic (10%) of the major roadways crossed by the alternative. o This crossing will require vegetation clearing on both sides of the road to provide sufficient sight lines for trail users. • Corinth Road: o 85th percentile speed for this roadway is approximately 49 mph and the posted limit is 45 mph o This roadway contains the five motor vehicle crashes based on the information provided by AGFTC. None of these crashes involve pedestrians or bicyclists. A detailed review of the crash data was not completed as part of this study and should be completed as part of the detailed engineering. Estimated Construction Cost: $3.4M to $3.8M Page 2 of 2 MEMORANDUM Date: March 12, 2018 To: From: cc: William Sprengnether Stephan Godlewski, PE Josh Wilsey, PE Project: Halfway-Hudson Connector Trail Re: Alternative Review Purpose: The purpose of this memorandum is to provide an engineering review of the trail alternatives developed by the project steering committee. Specific criteria reviewed are safety, accessibility and cost. The following alternatives are part of the Study: 1. 2. 3. 4. Clendon Preserve – Center Trail Route (Pink) Burnt Hills Drive – Center Trail Route (Yellow) Utility Line Trail Route (Green) East Side Trail (Magenta) Based on public and steering committee input, alternatives 1 and 3 were identified as alternatives for further review. The review will consider the following criteria: Connectivity, Accessibility, Consistency, Implementation, Safety, and Cost Efficiency. Alternative Review: Alternative 1 - Clendon Preserve – Center Trail Route (Pink) Accessibility: The existing trails within the Hudson Point and Clendon Brook Preserves may need modifications to meet accessibility standards. The slopes on either side of the Clendon Brook also present a challenge to accessibility. Existing foot bridges within the preserves will need to be widened and brought up current code. All proposed sidepaths and shared-use paths will meet accessibility standards for grade and cross slope. Either a stone-dust or asphalt path surface could be implemented. If existing roadway shoulders are used or widened (to provide on-road bicycle lanes or pedestrian paths) they may need to be modified to provide a maximum 2% cross slope. Implementation: This alternative will generally utilize existing public trail systems within the preserves which results in relatively easy implementation for that segment. A review of the routing beyond the preserve identified several locations where existing features and property lines will present challenges: • Corinth Road - The segment of the route located on the south side of the road will require excavation of the existing roadside berm, relocation of private fencing and landscaping, and potential right-of-way acquisition. (See site 1A on attached figure) • Vandusen Road - A majority of the existing utility poles are on the east side of the road with a few additional on the west side. Shoulder widening and/or sidewalk construction may result in the relocation of these existing utility poles. The location of the sidewalks may be able to shift to avoid these utilities. The widening will also require clearing of trees to accommodate the widened roadway and sidewalk. Upper Sherman Avenue - Several utility poles may be in conflict on both sides of the roadway. The existing roadside grades appear relatively flat and will not require extensive excavation or embankment • 2 Winners Circle Albany, NY 12205 Page 1 of 3 518.446.0396 www.cmellp.com MEMORANDUM Halfway-Hudson Connector Trail Alternative Review March 12, 2018 • Lambert Drive - Grades and underground utilities may be an issue on the west side of the roadway. If a bicycle boulevard or yield roadway is implemented the existing utilities and topography will not present a challenge. Safety: This criteria considers the type of trail facility (on-road or separated), existing traffic conditions and crossing conditions. The following segments/locations of this alternative will require careful consideration during detailed engineering: • • • Corinth Road: o This crossing has the highest vehicular traffic for the entire route. New crossings of roadways will need advance warning signs, crosswalks and yield markings on the roadway. Additional warning signs may be necessary based on site conditions such as limited sight distance. Flashing beacons could be considered at specific crossings however their widespread implementation should be avoided in an effort to maintain their effectiveness. Excessive deployment of enhanced crossing devices can have the unintended result of desensitizing motorists and reducing effectiveness. o Available traffic data indicates that the 85th percentile speed is approximately 50 mph which is higher than the posted speed limit of 45 mph. (Note: The 85th percentile speed is the speed that 85 percent of vehicles do not exceed.) o Sight distance west of the proposed crossing will need to be confirmed. The existing vegetation, roadside grading, vehicle speeds and roadway geometry (horizontal and vertical curvature) are all factors to be considered. The construction of a sidepath on the south side of this curve may result in improved sight lines at the crossing and for oncoming vehicles. o The proposed crossing is located at an intersection where motor vehicle crashes are clustered in the data provided by AGFTC. A detailed review of the crash data was not completed as part of this study and should be completed as part of the detailed engineering. Improvements to available sight distance for trail users may have the added benefit of reducing motor vehicle crashes at this location. Luzerne Road: o 85th percentile speed is approximately 50 mph and the posted limit is 40 mph Upper Sherman Avenue: o 85th percentile speed for this roadway is approximately 59 mph and the posted limit is 45 mph o The roadway carries the highest percentage of truck traffic (10%) of the major roadways crossed by the alternative. o Sight distance at the Richmond Hill/Upper Sherman intersection is limited west of the crossing due to vegetation. It appears that this can be addressed with additional clearing and roadside maintenance. (See site 1B on attached figure) Estimated Construction Cost: $3.5 to $4M Page 2 of 3 MEMORANDUM Halfway-Hudson Connector Trail Alternative Review March 12, 2018 Alternative 3 - Utility Line Trail Route (Green) Accessibility: With the majority of the route located within the utility corridor, this alternative will require a greater amount of work to meet accessibility standards than Alternative 1. The existing dirt trail/access road located under the transmission towers and wires will require regrading to meet accessibility standards for both running grade and cross slope. Either a stone-dust or asphalt path surface could be implemented along the corridor. The type of surface, trail width and minimum offsets from National Grid infrastructure will need to be coordinated with National Grid. Implementation: The viability of this alternative is fully contingent on National Grid agreeing to the use of its rightof-way for the trail. A detailed evaluation of the existing soil conditions may result in additional measures to ensure the stability and durability of the trail within the right-of-way. Steeper sections of trail may need to be paved or reinforced to prevent erosion and ensure long term stability. Due to the existing topography, an alternative alignment across the Clendon Brook should be considered that avoids the steep slopes. The alignment could follow the southern ridge line and follow a route similar to the Clendon Brook Alternative. (See site 2A on attached figure) The following locations are existing features and property lines that may present challenges to implementation: • • Clendon Brook - A boardwalk is a potential solution for this location. The cost of the boardwalk is contingent on the specifications and materials that are used for construction. Less expensive materials such as wood or composite can be used for decking to lower the initial construction costs, however increased long term maintenance costs will be required. Alternative boardwalk products can be evaluated during detailed design to decrease the long term costs and maintenance of the crossing. Ferris Drive - Near the crossing of Upper Sherman Ave there are several properties that appear to be encroaching upon National Grids right-of-way. It is unclear if this is occurring via a formal easement. The trail may need to be rerouted for a short length to avoid the easement. Safety: This alternative follows the utility corridor and thus avoids many of the lower volume streets and primarily crosses higher volume roads. This minimizes the interaction of the trail users with vehicular traffic. The following segments/locations of this alternative will require careful consideration during detailed engineering: • Midblock Crossings - This alternative results in the greatest number of mid-block crossings located away from existing intersections. In general, it is better to locate trail and sidewalk crossings near existing intersections where motorists expect crossings. Mid-block crossings are less desirable and are not always an expected condition for drivers. The available sight distance at the crossings will need to be verified but it generally appears adequate due to vegetation clearing within the utility corridor. New crossings of roadways will need advance warning signs, crosswalks and yield markings on the roadway. Additional warning signs may be necessary based on site conditions. Flashing beacons could be considered at specific crossings however their widespread implementation should be avoided in an effort to maintain their effectiveness. Excessive deployment of enhanced crossing devices can have the unintended result of desensitizing motorists and reducing effectiveness. • Upper Sherman Avenue: o 85th percentile speed for this roadway is approximately 59 mph and the posted limit is 45 mph o The roadway carries the highest percentage of truck traffic (10%) of the major roadways crossed by the alternative. Estimated Construction Cost: $1.5M to $2M Page 3 of 3 Lan e Manor Drive Avia tion Road Di xo n Ro ad Potter Road in ric BR HAL FWAY OOK St re et rive Helen D Aviation Road all Road Aviation M 87 Di xo n Zenas Drive 58 COLE’S WOODS Ro a d e an ll L Mi Bronk Drive d Ol d Ro a Fo rg e ld e d Ro a Big Bo o m Ro ad e tiv Na Big Bay Road our t rry Drive rd IVE 28 WAR RE R y Utility Line Burnt Hills Dr Clendon Brook 87 East Side Trail Future Halfway Brook Trail Future Trail Connections NTY Aless N CO UNTY N COU ve ia Dri SARA TOGA d tain Roa Wa lton C O nels Road Candlebe Twin Chan d ue enue nR oa Maine Aven Vermont Av ue nd Avenue nue Rhode Isla Ohio Ave Bri cko ve g Drive Illinois Aven Co rint hR oad ve Windson va a les W Kett ule Bo Founders Way Hills Dri Drive e Circle ad oad Carey R Eagan Road BIG BAY PRESERVE R 0 0.125 0.25 t Main ROCKSPORT CLIMBING GYMSilver Circle HUDSON POINTE NATURE PRESERVE IVE WEST END PARK SKY ZONE D HU Mockingbird Lane R HUDSON 87 TRAIL ROUTE ALTERNATIVES SON R Quincy Lane Corinth Road Arbutus ne reen Ro Lupine La Road Road Stevens te WEST MOUNTAIN SKI RESORT Goldfinch Road Road in Po c M Road on a Ro Ogden ad Island Ro ds d a e Cr Division 2A Hu Road 58 CLENDON BROOK PRESERVE Sherman llo Ho Ho untain o West M y ne d oa wR oad Pinello R d e rthw nue erman Ave Upper Sh ad ne d Ro a Avenue Wisconsin Avenue Minnesota Road a Ro Corinth th rcle in Pa Woodland Briwood Ci nta ou re Pinewood Ro ad Sanders Ro Pitcher Road oad st R Winterg Road Stephanie La R EEK Van Dusen C ON tM s We 1A IR VO SER ADIRONDACK SPORTS COMPLEX East Drive Luzerne ne No ive Burnt Hills Dr Road Linette La Re ve e West rive 58 Aven u ay berry W Nicole D CLEND rman Street Luzerne ADIRONDACK PARK r She Leo Street 1B Dean Drive Uppe Drive Lilac Lane Richmond Hill Warren Lane ne Laurel La oad Burch R Petrie Lane Howard yL ane e riv nD itli Ca Am E OOK R Hidden nue HALF WAY BR Oak Tre an Ave Ann R oad eth L ane Elizab urt Autumn Lane Sherm Fawn L ane Peggy e Ferris Driv Upper oad rook R Pasco Avenue e et John Stre Court n Co Hampto Driv Lambert Drive West M oun Briggs Algonquin k Road Tomahaw Drive Morgan on B Clend HALFWAY BROOK Peggy Ann Road Fuller Road Media Driv RK DACK PA ADIRON k 9 Burke Drive He QUEENSBURY HIGH SCHOOL Cottage Hill Road Roa d Farr Fo xF arm ain Roa d Mo unt We st venue Sylvan A e ista Avenu Buena V ial Drive Centenn Avenue Westland r Lane Sweetbria ine Lane Que Stewart Road ad Willow Ro e Drive Sycamor ne Road Sugar Pi Pinion P ens Lane tion Kiley Lane rive Carlton D e June Driv Avi a White Pine Road MILES 0.5 e Stre Calculated By: ___MDV__ Calculated Date: 9/10/18 Checked By: __JBW __ Checked Date: 9/11/2018_ PHASE 1 - NATIONAL GRID CORRIDORS UTILITY LINE TRAIL ALTERNATIVE UTILITY CORRIDOR FROM HUDSON POINTE BOULEVARD TO PEGGY ANN ROAD CONSTRUCTION LENGTH COST PER FOOT TOTAL COMPLEX 10' STONE 4700 $ 100.00 $ 470,000.00 DUST TRAIL CLENDON BROOK $ 100,000.00 CROSSING 20 ROAD CROSSINGS $ 30,000.00 SIMPLE 10' STONE 8300 $ 65.00 $ 540,000.00 DUST TRAIL SUBTOTAL $ 1,140,000.00 CONTIGENCY (20%) $ 228,000.00 DESIGN ENGINEERING (10%) $ 114,000.00 CONSTRUCTION INSPECTION (20%) $ 228,000.00 TOTAL $ 1,710,000.00 EAST SIDE TRAIL UTILITY CORRIDOR FROM EAST AVENUE PARKING LOT TO LUPINE LANE CONSTRUCTION LENGTH COST PER FOOT TOTAL SIMPLE 10' HMA TRAIL 6250 $ 100.00 $ 625,000.00 4 ROAD CROSSINGS $ 6,000.00 SUBTOTAL $ 631,000.00 CONTIGENCY (20%) $ 127,000.00 DESIGN ENGINEERING (10%) $ 64,000.00 CONSTRUCTION INSPECTION (20%) $ 127,000.00 TOTAL $ 949,000.00 PHASE 1 TOTAL $ 2,659,000.00 9/12/2018 PHASED CONSTRUCTION ESTIMATE Page 1 of 3 Calculated By: ___MDV__ Calculated Date: 9/10/18 Checked By: __JBW __ Checked Date: 9/11/2018_ PHASE 2 - PEGGY ANN ROAD UTILITY LINE TRAIL ALTERNATIVE PEGGY ANN ROAD FROM UTILTIY CORRIDOR TO HALFWAY BROOK SOUTHERN TRAIL HEAD CONSTRUCTION LENGTH COST PER FOOT TOTAL SIMPLE 10' HMA 1400 $ 95.00 $ 133,000.00 SIDEPATH SUBTOTAL $ 133,000.00 CONTIGENCY (20%) $ 27,000.00 DESIGN ENGINEERING (10%) $ 14,000.00 CONSTRUCTION INSPECTION (20%) $ 27,000.00 TOTAL $ 201,000.00 EAST SIDE TRAIL LUPINE LANE TO HALFWAY BROOK SOUTHERN TRAIL HEAD CONSTRUCTION LENGTH COST PER FOOT TOTAL SIMPLE 10' HMA 4300 $ 100.00 $ 430,000.00 SIDEPATH 6 ROAD CROSSINGS $ 9,000.00 5 HYDRANT $ 25,000.00 RELOCATIONS SUBTOTAL $ 464,000.00 CONTIGENCY (20%) $ 93,000.00 DESIGN ENGINEERING (10%) $ 47,000.00 CONSTRUCTION INSPECTION (20%) $ 93,000.00 TOTAL $ 697,000.00 PHASE 2 TOTAL $ 898,000.00 9/12/2018 PHASED CONSTRUCTION ESTIMATE Page 2 of 3 Calculated By: ___MDV__ Calculated Date: 9/10/18 Checked By: __JBW __ Checked Date: 9/11/2018_ PHASE 3 - EAST SIDE CONNECTOR UTILITY LINE TRAIL ALTERNATIVE HUDSON POINTE BOULEVARD TO START OF UTILITY CORRIDOR CONSTRUCTION LENGTH COST PER FOOT TOTAL MARKED SHARED 1050 $ 1.50 $ 2,000.00 ROADWAY SIGNS $ 1,000.00 SUBTOTAL $ 3,000.00 CONTIGENCY (20%) $ 600.00 DESIGN ENGINEERING (10%) $ 300.00 CONSTRUCTION INSPECTION (20%) $ 600.00 TOTAL $ 4,500.00 EAST SIDE TRAIL HUDSON POINTE NATURE PRESERVE TO EAST AVENUE PARKING LOT CONSTRUCTION LENGTH COST PER FOOT TOTAL EXISTING TRAIL TO 6500 $ $ REMAIN BOARDWALK / BRIDGE $ 100,000.00 WAYFINDING $ 10,000.00 SIMPLE 10' ASPHALT 4175 $ 95.00 $ 397,000.00 SIDEPATH 1 UTILITY RELOCATION $ 10,000.00 BICYCLE BOULEVARD 2700 $ 179.50 $ 485,000.00 AND SIDEWALK DRAINAGE PIPE FOR 10 $ 12,000.00 INTERSECTIONS 20 DRAINAGE $ 120,000.00 STRUCTURES 12 ROADWAY $ 18,000.00 CROSSINGS SUBTOTAL $ 1,152,000.00 CONTIGENCY (20%) $ 231,000.00 DESIGN ENGINEERING (10%) $ 116,000.00 CONSTRUCTION INSPECTION (20%) $ 231,000.00 TOTAL $ 1,730,000.00 PHASE 3 TOTAL $ 1,735,000.00 9/12/2018 PHASED CONSTRUCTION ESTIMATE Page 3 of 3