Conceptual Alignment Analysis for the Town of Middlebury...

Conceptual Alignment Analysis for the

Town of Middlebury Transportation Path

Prepared for the: Agency of Transportation

133 State Street, Administration Building Montpelier, Vermont 05633

November, 1995

by:

Lamoureux, Stone & O'Leary Consulting Engineers, Inc. 14 Morse Drive, Essex Junction, VT 05452

Tel 802-878-4450 / Fax 802-878-3135

,---------- LAMOUREUX, STONE & O'LEARY -----------,

14 Morse Drive Consulting Engineers and Land Surveyors

Essex Junction, VermontOS452

Betty Wheeler, Town Manager Town of Middlebury Town Offices 94 Main Street Middlebury, Vermont 05753

December 18, 1995

Re: Pulp Mill Bridge Bike Path Conceptual Alignment Analysis

Dear Ms. Wheeler:

(802) 878-4450 Fax (802) 878-3135

Our office has completed the Conceptual Alignment Analysis Report for the Town's proposed Bicycle Route from the downtown area to the Pulp Mill Bridge. We are enclosing two copies of the final report for your files.

If you have any questions about the report, please give us a call. It has been a pleasure working with you. We hope that the Town is able to move forward with the development of this and other bicycle paths through the Town.

Sincerely,

U Jim Donovan, ASLA

Enclosure

c: Fred Dunnington, Town of Middlebury (2 copies) Clay Poitras. Vermont AOT (I copy) Addison County Planning (2 copies) Douglas Frink (1 copy) Robin Pratt (letter only)

W:\BIKE\94133IWHEELER.JDl

Civil, Environmental & Transportation Engineering. Hydrogeological Investigation. Planning. Land Surveying

TOWN OF MIDDLEBURY

BICYCLE AND PEDESTRIAN PATH WEYBRIDGE STREET/PULP MILL BRIDGE ROADISEYMOUR STREETIMAIN STREET/COLLEGE STREET

CONCEPTUAL ALIGNMENT ANAL YSIS

November, 1995

Project Summary

Project Description

The Town of Middlebury is proposing a 2.5 mile (3,950 meters) circular bicycle route on Main Street, College Street, Weybridge Street, Pulp Mill Bridge Road and Seymour Street. The route would join the downtown area with the historic Pulp Mill Bridge across Otter Creek. Most of the route is planned to use existing street pavements with:

• Some minor widening on the lower end of Seymour Street; • Widening both sides of Pulp Mill Bridge Road; • A new separated bicycle and pedestrian path on the Upper End of Seymour Street; • A new bicycle and pedestrian bridge across Otter Creek;

New related signing, striping, crosswalks; • Improvement of catch basin tops; • New curb bulbs in the downtown area.

Pulp Mill Bridge Road and the westerly section of the Pulp Mill Bridge over Otter Creek are in the Town of Weybridge. With a few exceptions where design waivers may be necessary, the proposed bicycle route is planned to meet the requirements of the American Association of State Highway and Transportation Officials (AASHTO) Design Guide for the Development of Bicycle Facilities and the present criteria of the Vermont Agency of Transportation. There will be continuous bicycle lanes around the entire loop.

Contact Person

Local contact for this project is Fred Dunnington, Town Planner, Town of Middlebury, Town Offices, 94 Main Street, Middlebury, VT 05753; 802-388-4041.

Cost Estimate

Based on the current proposal, the preliminary estimate of probable construction costs for the installation of the proposed bicycle route is $582,454.

bikc\94133\summary.caa

TO:

FROM: DATE:

RE:

STATUS UPDATE MEMORANDUM

Robin Pratt, Administrative Assistant , VAOT Division of Rail , Air and Public Transportation Jim Donovan, ASLA December 21, 1995 Conceptual Alignment Analysis - Middlebury - STP TECH(1)S MBY-94-014

CURRENT STATUS: This Conceptual Alignment Analysis (CAA) report has been accepted by the VAOT on November 29, 1995. Final copies have been distributed as instructed by VAOT. Unless the Addison County Regional Planning Commission or the Town of Middlebury requests a presentation, the submittal of these copies will be considered the last task for this project.

MODIFICATIONS TO THE ORIGINAL PROPOSAL: There have been no changes to the proposed route since the last update.

LEVEL OF LOCAL SUPPORT: General support for the concept of bicycle paths is high in the Town. We were not able to gauge the level of local support for this specific proposal.

SCHEDULED COMPLETION: With the exception of a possible presentation to the Regional Planning Commission, this project is now complete.

OTHER COMMENTS: None

cc: Betty Wheeler, Town Manager Fred Dunnington, Town Planner

W :\BIKE\94133\ST ATUS. DEC

Lamoureux, Stone & O'Leary Consulting Engineers, Inc.

Town of Middlebury Conceptual Alignment Analysis

TOWN OF MIDDLEBURY TRANSPORTATION PATH

TABLE OF CONTENTS

Page#

1. Conceptual Alignment .......... . ... ... ..... ... .. . ... . .... . .. ............ 1

2. Need and Purpose of the Project .......... . ........................ . .. . .. .. 8

3. Bridge Altematives ............ • . • .•.... .. ................ .... ...... .... 10

4. Right-Of-Way ........ . . ...... .. .. ... ..... .... ...... • ...... ... ... .. . .. . 12

5. Natural and Cultural Resources .... ... ........ .... .... .•... ..•.... . •. . .... 13

6. Preliminary Estimate of Probable Construction Costs . . . ....... ... . ...•. ........ 14

7. Time Line ........................... . .... . . . . .... ... . ................ 14

8. Conclusion and Recommendations ... . . • .. . .....•.... ....... • ...•. . ....... 15

TABLES

Table 1 - Engineer's Estimate of Probable Cost ............ . ... . . .. ... . ... after page 15 Table 2 - Time Line ..........................•......•.• . .. . ...• .... after page 15

PLANS

Concept Plan ... . ..... •. . . ...... .... .•. •. .. .•......... .. . . ... ... •..• .... . . . . .

ATTACHMENTS

A. Archeological Study B. Correspondence


TOWN OF MIDDLEBURY

BICYCLE AND PEDESTRIAN PATH WEYBRIDGE STREET/PULP MILL BRIDGE ROAD/SEYMOUR STREET/MAIN STREET/COLLEGE STREET

CONCEPTUAL ALIGNMENT ANAL YSIS

November, 1995

1. CONCEPTUAL ALIGNMENT

a. Route Description

The Town of Middlebury is proposing a 2.5 mile (3,950 meters) circular bicycle route on Main Street, College Street, Weybridge Street, Pulp Mill Bridge Road and Seymour Street. The route would join the downtown area with the historic Pulp Mill Bridge across Otter Creek. Most of the route is planned to use existing street pavements with:

• Some minor widening on the lower end of Seymour Street; • Widening both sides of Pulp Mill Bridge Road; • A new separated bicycle and pedestrian path on the Upper End of Seymour Street;

• A new bicycle and pedestrian bridge across Otter Creek; • New related signing, striping, and crosswalks; • Improvement of catch basin tops; and • New curb bulbs in the downtown area.

Pulp Mill Bridge Road and the westerly section of the Pulp Mill Bridge over Otter Creek are in the Town of Weybridge. Weybridge, however, has not been a part of the planning process for this

proposed bicycle and pedestrian path. The Town of Middlebury staff has indicated that they have had discussions with Weybridge about the proposal. While the Town of Weybridge has not expressed any opposition to the proposal, they have also not made a commitment to support the

project.

With a few exceptions where design waivers may be necessary, the proposed bicycle route is planned to meet the requirements of the American Association of State Highway and Transportation Officials (AASHTO) Design Guide for the Development of Bicycle Facilities and the present criteria

of the Vemnont Agency of Transportation. There will be continuous bicycle lanes around the entire

loop.

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The following is an outline of the proposed bicycle and pedestrian improvements based on the

Towns initial proposal. This route has been planned in an attempt to meet State and Federal safety regulations while still keeping it economically viable (see the Concept Plan which presents the entire

route).

• Bridge Across Otter Creek; Beginning the route at the Pulp Mill Bridge; it has been proposed

to either modify the existing covered bridge, build a new separated wood bridge next to the existing

bridge, or install traffic signals to provide an exclusive bicycle and pedestrian phase for crossing the

eXisting bridge. The new separated wood bridge option appears to be the most feasible option for

convenience, safety, historic, political and structural reasons. However, th is selection needs further study beyond the scope of this conceptual alignment analysis. For the purpose of a grant

application, the new bridge option will be included in the Engineer's Estimate of Probable Cost.

• Seymour Street; A 10 foot (3 meters) wide separated bicycle and pedestrian path is proposed

on the south side of Seymour Street in the location of the existing sidewalk from Pulp Mill Bridge

Road to the entrance of the railroad underpass as shown on Figure 1. An option would be to provide

the separated path for the first 1,400 feet (426 meters) south of the bridge and then to widen this section of the street from 20 feet (6 meters) to 30 feet (9 meters).

EXISTING SIDEWALK WIDEN FOR NEW

BIKE/PED PATH SEYMOUR ST.

SEYMOUR STREET TYPICAL NTS

Through the railroad underpass, Seymour Street would be striped with 4 foot (1.2m) wide bicycle

lanes and 10 foot (3 meters) wide vehicle lanes and the underpass approaches should have

additional special signing such as "Bicycles Use Caution" and "Road Narrows". This is a special

design exception where traffic calming signing and public effort can be used to increase vehicle and

bicycle safety through this existing, newly constructed underpass. Bicyclists are now using this route

and will continue to do so. The aim is to improve the existing situation for cycl ists with striping and

signing.

The next section of Seymour Street between the railroad underpass and Methodist Lane would have

5 foot (1.5 meter) wide bicycle lanes and 11 foot (3.3 meters) wide vehicle lanes as presented on

Figure 2A.

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* 2A 5'

VEHICLE LANE BICYCLE SHOULDER LANE

LOWER SEYMOUR STREET TYPICAL WITH NO PARKING NTS

The section of Seymour Street between Methodist Lane and Main Street would maintain a 40 foot

(12 meters) width of pavement with 5 foot (1.5 meter) wide bicycle lanes, 11 foot (3.3 meters) wide

vehicle lanes and 8 foot (2.4 meters) wide parallel parking on one side only. Some minor street

widening would be necessary to maintain a continuous 40 foot (12 meters) pavement width were the parking is desired as shown on Figure 28.

PARKING

BIKE LANE

)<---40' MIN----,,r S'

BIKE

VEHICLE LANE

LOWER SEYMOUR STREET TYPICAL MINIMUM WIDTH WITH PARKING ON ONE SIDE NTS

• Main Street; From Seymour Street to the railroad overpass, Main Street would have 5 foot (1.5

meter) wide bicycle lanes, 11 foot (3.3 meters) wide vehicle lanes and 18 foot (5.5 meters) wide diagonal parking spaces on both sides as presented in Figure 3.

JL-------68 , MIN--------,r

18' II' 11' 18'

DIAGONAL PARKING DIAGONAL PARKING BIKE LANE

BIKE LANE VEHICLE LANE

MAIN ST. DIAGONAL PARKING TYPICAL NTS

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From the railroad overpass to Merchants Row, the Main Street cross-section includes 5 foot (1.5 meter) wide bicycle lanes, 12 foot (3.5 meters) wide vehicle lanes and 8 foot (2.4 meters) wide parking lanes on both sides as shown in Figure 4. If a left turn lane is necessary, it can be accommodated by eliminating parking on one side .

..1'-----50' MIN-----.l'

PARKING

BIKE LANE

8'

PARKING BIKE LANE

VEHICLE LANE

MAIN STREET TYPICAL NTS

The Section of Main Street between Merchants Road and Park Street is another existing situation

which would need a design exception due to a narrow street lined with historic structures, a heavy volume of traffic and many cyclists presently using the street. Again, the aim is to improve the existing situation for cyclists with state of the art techniques. The street would be striped for 4 foot (1 .2 meters) wide shoulders narrowed to 3 feet (0.9 meter) on the bridge, 10 foot (3 meters) wide vehicle lanes and no parking. "Bicycles Use Caution" and "Road Narrows" signs are recommended along with repair of the catch basin grates and other measures such as well-marked crosswalks, curb bulbs, education and enforcement of the speed limit, and motorists yielding to pedestrians in

crosswalks, and other possible traffic calming methods. Any other measures that can be taken to reduce the overall traffic on this section of Main Street, especially the reduction or elimination of truck

traffic, would further improve the existing situation.

At the intersection of College and Main Streets,S foot (1 .5 meter) wide bicycle lanes are proposed with 11 foot (3 .3 meters) wide vehicle lanes and 18 foot (5.5 meters) wide diagonal parking on the north side as shown on Figure 5. The bicycle lanes would be extended around the traffic island in the center of the intersection .

LS&O

..1'----50· MfNI----,r

18' 5' 11 ' 11 ' 5'

DIAGONAL PARKING

BIKE LANE

MAIN STREET TYPICAL NTS

-4-



• College Street; College Street from Main Street to Weybridge Street can have 5 foot (1.5 meter)

wide bicycle lanes, 11 foot (3.3 meters) wide vehicle lanes and an 8 foot (2.4 meters) wide parking lane on one side only as presented on Figure 6.

PARKING

BIKE LANE

J"----40' fA IN---.,r

8' 5' 11' 11' 5'

COLLEGE STREET


TYPICAL NTS

An alternate configuration of College Street would continue to allow parking on both sides of the

street with a bicycle lane on the north side of the street for westbound bicycle traffic only. This would require a widening of College Street on the south side between Main and Weybridge Streets by a minimum of two feet (O.6m). Eastbound bicycle traffic would be accommodated by a one way, separated path, on either the north or south side of the Town Offices. This section of the path may need to be located outside of the right of way, but could still be located on Town land surrounding the Town offices. This separated path would connect back with the rest of the route at the

intersection of College Street with Main Street. This alternate configuration was not included in the cost estimate and would only be used if the Town decided not to remove parking along one side of College Street.

• Weybridge Street; The Weybridge Street cross-section from College Street to Pulp Mill Bridge

Road can have 5.5 foot (1.5 meters) bicycle lanes and 11 foot (3.3 meters) wide vehicle lanes as presented on Figure 7. Occasional parking for the few businesses along the street should not significantly impact the shared use of this street.

LS&O

J"---33 ,

BIKE LANE BIKE LANE

VEHICLE LANE

WEYBRIDGE STREET TYPICAL NTS

- 5 -


• Pulp Mill Bridge Road; Pulp Mill Bridge Road is too narrow for bicycle and pedestrian use with

the relatively high volume of traffic using the street (average daily traffic greater than 2,500

vehicles/day). It is proposed to widen the road to 30 feet (9 meters) with 4 foot (1.2 meters) wide bicycle lanes and 11 foot (3.3 meters) wide vehicle lanes as shown on Figure 8.

5 ' WIDENING

NEW PAVE. WIDTH X 30' MIN--,r

21' EXIST.


PULP MILL BRIDGE ROAD TYPICAL NTS

An altemate to the widening of Pulp Mill Bridge Road would be the creation of either one 10 foot (3m) wide separated path on either side of the street, or two five foot (1 .5m) wide one way paths on both sides of the street. Either of these options would require the removal of some trees from the sides

of the road. The single 10 foot (3m) wide lane may require the acquisition of easements to allow the construction of the path outside of the right-of-way. The two narrower paths can most likely be placed entirely within the Pulp Mill Bridge Road right-of-way. These alternatives were not included in the cost estimate. A decision on their use requires input from the Town of Weybridge .

• Signing. Striping and Crosswalks; Signs and markings as governed by the Manual on Uniform

Traffic Control Devices in addition to those mentioned above, would be used to inform motorists,

cyclists and pedestrians. Typical layouts for these signs are shown in Figures 9 and 10.

*9

L8&0

I ..... « a..

STREET

BIKE PATH SIGNING

- 6-


NOT LESS THAN ~O'

750' RURAL 250' URBAN

750 ' RURAL 250' URBAN

TYPICAL BIKE LANE

~ ~ ~ OIlY

"--__ 750' RURAL __ ---.I' A 250' URBAN

NOT LESS THAN 50'

~= t ~ ~ L,:::OIl:.:.Y-::::!......~7.1

~ 750' RURAL

J'---25O' URBAN'-----.I'

BIKE LANE SIGNING There are other signs that would be considered as conditions require.

The proposed crosswalk locations are presented on the Concept Plan along with five locations on

the busy section of Main Street where curb/sidewalk bulb outs are recommended for pedestrian

safety and traffic calming. In addition to the separated path and bridge improvements, an estimated

number of signs, crosswalks, curb bulb improvements, striping, catch basin frame and grate replacement for bicycle lanes have been included in the Engineers Estimate of Probable Construction Costs.

LS&O - 7 -


b. Altemate Routes

There are numerous alternates for bicycle routes and paths within other areas of Middlebury. The Town is, in fact, planning to eventually have an extensive network. of bicycle paths throughout the

Town. This particular proposal was determined to be the most appropriate as the first segment of

the network because it connected the College area and the residential areas on the west side of Otter Creek with the stores, services and residential areas on the east side of the Creek. It also provided an important bicycle link through the middle of the Town Center.

With these connections as the goal, there are no viable alternate ways to connect these two areas using the existing roadway network. The possibility of developing a bicycle route without the use of the public right-of-way was not considered, because the Town did not wish to become involved with the acquisition of rights-of-way for any off road path.

Besides the two altemates already presented for College Street and Pulp Mill Bridge Road, the type of path to be developed on upper Seymour Street was the only other segment for which various alternatives were considered. The initial plan was to provide two paths at the side of the road, similar to the other sections of the path. Closer examination revealed that such a path was not possible on upper Seymour Street without significant widening of the roadway. Since there was a very wide right-of-way available, the alternative of creating an extension of the separate path that

was needed near the Pulp Mill Bridge became the preferred one.

c. Contacts and Comments

Meetings were held with Fred Dunnington, the Town Planner and Betty Wheeler, the Town Manager.

Their comments have been incorporated into this analysis. No other meetings with either Town officials or the public were able to be scheduled within the time, scope and cost of this report.

2. NEED AND PURPOSE OF THE PROJECT

a. Introduction

Middlebury currently has a significantly high number of bicycle users within the Town, especially

within the Downtown area. In an effort to make not only the Downtown, but the entire Town more accommodating to bicycle use, the Town is attempting to upgrade existing roadways to allow safer bicycle use. As the initial effort towards this goal, the Town wishes to improve a loop extending out

from the downtown area to the northeast. To make the loop easier and safer to use, new signage, pavement markings and drainage grates as needed are planned.

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b. Safety Considerations

The proposed bicycle route is currently used by cyclists traveling into the downtown area from the

college, the surrounding residential portions of the Town and long distance bikers from surrounding towns. The existing routes within this study area used by cyclists are not particularly safe due to

some narrow streets, on-street parking, inadequate signage, lack of any pavement markings delineating a particular place for cyclists to travel, and numerous drainage grates that are hazardous

to bicycle travel.

The proposed route improvements are intended to correct most of these problems. New signage and striping would make both cyclists and motorist aware of the bicycle lanes and emphasize sharing of the roadway. Wider roadways, where possible, would allow for safe, adequate travel lanes for

both motor vehicles and bicycles. Combined with the new striping, the improvements would channel cyclists to the proper place to ride and would help keep motorists out of that area. Any hazardous grates that present a threat to safe cycling would be replaced with non-hazardous covers.

The use of the Pulp Mill Bridge by cyclists and pedestrians is now very inconvenient and hazardous.

There is currently no room in the interior of the bridge for pedestrian or cyclists to safely travel at the same time as a vehicle. If a vehicle enters the bridge while pedestrians or cyclists are on it, the vehicle either needs to travel slowly behind the cyclists/pedestrians, or the pedestrians or cyclists

must pull themselves off of the roadway and squeeze into the structural supports on the side of the bridge to allow the vehicle to pass. The darkness of the interior of the bridge makes it even more hazardous because drivers do not always see the slower moving pedestrians or cyclists.

c. Surrounding Land Use and Potential Users

The proposed route travels through the downtown area and into well established residential areas

of the Town. There are over 125 single family homes located directly along the proposed route, many more homes located within 1/4 mile of the route and some 3,000 homes in the Town. In

addition, there are college dormitories and multifamily residences on or near the proposed route. The Town of Middlebury has a population of over 8,000 including 2,000 college students in

dormitories.

The route would serve as an additional link between these residents and the downtown Middlebury area, including numerous shops, a public park, a museum, churches, day care facilities, schools,

the post office, the Town offices and Middlebury College. The route would be maintained by the Town on a year-round basis. It would therefore be available to cyclists year round. While it is not

expected that as many people would use the route for bicycling in the winter months, Middlebury does have a few year-round bicycle commuters. The new portions of the path to be built near the

LS&O - 9 -


Pulp Mill Bridge would be used year round by pedestrians. There is an existing sidewalk available

for pedestrian use over much of the proposed route with which the new path would connect.

d. Recreational Benefits

During the snow-free months, it is anticipated that there would be recreational use of the proposed route by both Town students and residents, and out-of-town tourists visiting the area.

e. Public Support

There is wide spread support for the development of bicycle routes throughout the Town. The Town Comprehensive Plan, adopted in 1994, includes numerous references to improving alternate means of transportation within the Town, with specific references to improved bicycle paths. The Town Comprehensive Plan was developed after many hours of community input to insure that it reflected, as much as possible, the ideas of the community itself. Public meetings were not able to be scheduled for this specific proposal within the remaining time, scope and cost of this report. The

efforts put into investigating alternatives, meeting with the Town representatives and developing details for the driveway crossing at the north end of Seymour Street took rnore time than anticipated, leaving no time in the budget for a public meeting on this proposal.

3. BRIDGE ALTERNATIVES

a. Cantilevered Addition

Based on recommendations from a well known covered bridge restoration expert, the Town has

considered cantilevering an additional walk way along side the existing Pulp Mill Bridge. Under consideration would be a single two-way path up to 10 feet (3 meters) wide on one side of the

existing bridge, or two smaller one-way 5 foot (1 .5 meter) walkways on each side of the bridge. Such an addition to the bridge would need to be extensively researched to meet the structural

requirements of the Vermont Agency of Transportation (VAOT), both in terms of providing sufficient support for the new additions and not stressing the stability of the existing structure.

This alternative is not favored by Warren Tripp, P.E., of the VAOT Structures Division, due to the

uncertain structural stability of wooden bridge design and their inability to accurately gage the structural feasibility of such an addition. He also stated that the cost of the attached walkways may even be as expensive as a new separated bicycle/pedestrian bridge.

A representation of the State Historic Preservation Program indicated that this alternative may be

acceptable, depending on the design of the addition, but the addition must be small and unobtrusive.

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They did not think that a 10 foot (3 meters) wide path or two 5 foot (1.5 meter) additions on both sides of the bridge would be acceptable.

The cantilevering of additional bicycle\pedestrian walkways on one or both sides of the existing

bridge does not appear to be a likely alternative.

b. New Bridge

The Town is also considering the construction of a new separated 10 foot (3 meters) wide wood laminate bridge along side the existing Pulp Mill Bridge. This bridge would be placed directly west of the existing bridge. The installation of this bridge altemative would require numerous permits from State and Federal Agencies.

A new bridge should not have as significant an impact on the historic nature of the existing Pulp Mill Bridge as the first altemative. However, the design would still need to be unobtrusive so as to not

compromise the historic integrity of the existing covered bridge.

There has been no opposition as of yet to this alternative. Funding has already been received from the State of Vermont through their Transportation Enhancement Grant Program for the implementation of this alternative.

c. Traffic Signals

Traffic signals can also be located at each end of the bridge to provide an exclusive bicycle/pedestrian phase. This would allow time for either pedestrians or cyclists to cross the bridge

with safety. Various options exist as to how the signal could actually be set up, including the

stopping of all traffic while the bicyclist or pedestrians cross or giving one side of the bridge to cyclists and pedestrians and the other side to the motorists.

This alternative has the advantage of not requiring any new structures over Otter Creek. It does however, present some other problems that would need to be addressed as part of the further

seeping. The difference in time it takes a pedestrian and a bicyclist to cross the bridge could create long red time for vehicles during which no one is on the bridge; this could encourage a vehicle to

proceed onto the bridge prior to having the right of way. Proper vehicle stacking space on either side of the bridge for red signals must be provided, again without significant compromises to the bridge's setting. This option would introduce delays to vehicular traffic which, depending on how the signal

cycles are set, could be for up to two minutes.

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The impact to the historical bridge of this alternative has not yet been assessed in detail. A

representative of the State Historic Preservation Program, believed this option could also be acceptable, but she did indicate that it could present an odd juxtaposition of new and old technology.

This alternative would reduce the existing traffic services that the Towns of Middlebury and

Weybridge now provide, which makes this alternative unacceptable to the Town.

4. RIGHT -OF-WAY

a. Ownership Alonq Proposed Route

It appears that all portions of the proposed bicycle route are to be located within the rights-of-way of existing streets. Approximately 60 percent of the route is planned to use the existing pavement of roadways and shoulders. The proposed new separated 10 foot (3 meters) wide paved section of the path on Seymour Street could itself also be constructed within the right-of-way. A private driveway along the northern end of Seymour Street would need to be reconstructed, however, to allow the path to be developed properly (See Attachment B for correspondence with the affected

landowner). The proposed widening of Pulp Mill Bridge Road would take place totally within the right-of-way of this road, although the separated path may go outside of the right-of-way. The altemate route on College Street may also require the use of Town land outside of the right-of-way.

b. Required Permits

In order to create the proposed Middlebury bicycle path, in addition to the approval of the Vemnont

Agency ofTransportation, Regional Planning, the Town of Weybridge and the Town of Middlebury, Pulp Mill Bridge improvements may need the following permits or reviews;

• Vermont Stream Alteration; • The Army Corps of Engineers; • The State Wetlands Office; • State Historic Preservation Program;

State Fisheries Biologist;

Storm Discharge Write-Off or Permit;

Act 250 Write-Off or Permit; and Federal Energy Resource Commission Write-Off.

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5 . NATURAL AND CULTURAL RESOURCES

a. Wetlands

Other than possibly at the improvements at the Pulp Mill Bridge, there are no apparent wetland areas along the proposed route that would be affected by the proposed project.

b. Water BodieslWatercourses

The only watercourse that may be affected by the proposed route is Otter Creek. If it is determined

to build either a new bridge or an addition to the existing bridge, Otter Creek could be affected. The impacts of the work associated with any new construction over the Creek, if any, should be short term and minimal.

c. Flora/Fauna

The proposed routes would only disturb vegetation along the portions of the route on Pulp Mill Bridge Road and Seymour Street. This disturbance would take place almost exclusively in areas of existing lawn and the Pulp Mill Bridge. No rare, endangered or threatened flora or fauna exists in this area,

so there would be no impact to any endangered species.

Approximately eight trees would need to be removed to allow the construction of the first 1,400 feet (426 meters) of the new path on Seymour Street. Approximately 15 trees would need to be removed for the remaining portions of the path, or the widening of the street. New trees and shrubs would be planted along sections of the proposed separated path on Seymour Street. A number of trees

may also need to be removed to allow the widening of Pulp Mill Bridge Road .

d. Stormwater

There would be only a minimal increase in stormwater due to the addition of the bicycle path approaching Pulp Mill Bridge and the widening of Pulp Mill Bridge Road and Seymour Street. The

increase would be allowed to drain into the adjacent grass areas; no special stormwater drainage

facilities are planned as part of the new path.

No other significant increases in stormwater are anticipated, because there is relatively little other

paving proposed. The modification to the stomn drain inlets to make them safer should have no effect

on the flow of storm water or the capacity of the stomnwater facilities .

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e. Hazardous Waste

There are no records of hazardous wastes being located anywhere near the proposed bicycle route.

f. Historic/Archeological resources

A preliminary Archaeological Assessment for the project was conducted by the Archaeology Consulting Team Inc. of Essex Junction (see Attachment A) . This brief review finds that there are

indications of potentially sensitive archaeological areas along Otter Creek and potential historic sites

including the Pulp Mill Bridge. The review indicates that further archaeological/historic studies would be necessary where any ground-disturbing activities would occur on Seymour Street, Pulp Mill Bridge Road and the Pulp Mill Bridge itself.

g. Parks/Public Lands

The proposed route passes by portions of the Town Green. The path also passes several

museums. The path will not disrupt or otherwise negatively affect any of these facilities, but is

expected to make them more accessible.

There are no agricultural lands that will be affected by the proposed path.

6. PRELIMINARY ESTIMATE OF PROBABLE CONSTRUCTION COSTS

An enginee~s preliminary construction estimate of probable construction cost has been developed

for the proposed bicycle route (see Table 1 following page 15). Based on the current proposal, the

preliminary construction estimate for the installation of the bike route as proposed is $582,500.

7. TIME LINE

This proposal will need to be submitted to the State for further funding . Once funding is obtained from the Vermont Agency of Transportation (VAOT) for the preparation of a Scoping Report and

Conceptual Design Plans, the work should take eight months (see Table 2 following Table 1). Upon

completion, these documents will need to be approved by VAOT. This approval could take up to two to three months. Upon approval of the Scoping Report and Conceptual Design Plans, The VAOT will authorize the preparation of the Preliminary and then Final Plans and Rights-of-Way for the path.

This work should take another eight months with review time needed by VAOT after this. When

these drawings are approved by the VAOT, the Construction Phase can begin. Construction should

take one construction season.

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8. CONCLUSION AND RECOMMENDATIONS

The proposed bicycle route for Middlebury would provide a needed means of alternate transportation between the Downtown area, Middlebury College, the business along Seymour Street and the residential areas west of the Downtown area in both Middlebury and Weybridge. It appears that

there would be use of the bike route year round, but especially in the warmer months of the year. The bicycle route would provide a safer facility for cyclists already using the route as well as

encourage more use of the route by other cyclists.

Overall, the Middlebury Bicycle Route proposal appears to be worthy of additional funding. It is

responsive to community needs and there is strong local support for the creation of bicycle paths in the Town. It will be the first step in establishing a Town-wide safe bicycle network. Increased mobility and safety for area residents, including students at Middlebury College, will result from this

particular route in the bicycle network.

The cooperation of the Town of Weybridge in the completion of the route would enhance the proposed path, but is not critical to its success. The route still functions as planned to encourage alternate transportation routes into the downtown area if it does not include the improved portions along Pulp Mill Bridge Road in the Town of Weybridge.

If the Town of Middlebury decides to pursue funding for this bicycle route, Lamoureux, Stone and O'Leary Consulting Engineers, Inc., believes that this proposal should be considered for further

funding .

w:\bike\94133\middle.caa

LS&O - 15-

MIDDLEBURY TRANSPORTATION PATH - ENGINEER'S ESTIMATE OF PROBABLE COST

May 10,1995

SEGMENT ITEM UNIT QUANTITY UNIT PRICE TOTAL COST

Upper Seymour SI. TREE REMOVAL EACH 23 $325.00 $7,475 SEPARATED BIKE PATH m 885 $115.00 $101,775 MOBILIZATION LS 1 $20,000.00 $20,000 TRAFFIC SIGNS m' 18 $130.00 $2,340 375 mm CPEP m 10 $82.00 $820 DECIDUOUS TREES EACH 20 $150.00 $3,000 CONCRETE CATCH BASIN W/C.I.GRATE EACH 1 $3,000.00 $3,000 ADJUST ELEVATION OF VALVE BOX EACH 1 $150.00 $150 DRAINAGE MODIFICATIONS EACH 1 $4,000.00 $4,000 FIRE HYDRANT RELOCATION EACH 2 $500.00 $1,000 ALTERATION TO PUMP STATION EACH 1 $4,000.00 $4,000

SUBTOTAL $147,560 Lower Seymour SI.

100 mm WHITE LINE m 1100 SO.50 $550 CROSSWALK MARKING m 10 $16.00 $160 REMOVE SIGN EACH 10 $9.00 $90 REHAB AND CHANGE ELEV. OF CATCH BAS EACH 5 $1,000.00 $5 ,000 REMOVAL OF EXISTING PAINT MARKINGS m' 20 $21.50 $430 TRAFFIC SIGNS m' 13 $82.00 $1,066 10' STREET WIDENING m 100 $115.00 $11,500

SUBTOTAL $18,796 Main/College Weybridge Streets REMOVE SIGNS EACH 10 $9.00 $90

REMOVAL OF EXISTING PAINT MARKINGS m' 5 $21.50 $108 REHAB AND CHANGE ELEV. OF CATCH BAS EACH 35 $1,000.00 $35,000 TRAFFIC SIGNS m' 60 $82.00 $4,920 CROSSWALK MARKINGS m 180 $16.00 $2,880 100 mm WHITE LINE m 3500 $0.50 $1,750

SUBTOTAL $44748 Pulp Mill Bridge Rd.

REMOVE LARGE TREES EACH 15 $325.00 $4,875 10' STREET WIDENING m 670 $115.00 $77,050 100' mm WHITE LINE m 1350 $0.50 $675 DECIDUOUS TREES EACH 20 $150.00 $3,000

SUBTOTAL $85600 Pulp Mill Bridqe

STRUCTURE EACH 1 $90,000.00 $90,000 CONCRETE m' 130 $500.00 $65,000 REINFORCING STEEL m' 7500 $1.10 $8,250 CRANE RENTAL L.S. 1 $30,000.00 $30,000 COFFER DAM EACH 1 $70,000.00 $70,000 STRUCTURE EXCAVATION m' 150 $150.00 $22 ,500

SUBTOTAL $285750

TOTAL $582,454

NOTE: THE SUBTOTALS FOR EACH SEGMENT MAY BE HIGHER THAN SHOWN IF EACH SEGMENT IS CONSTRUCTED SEPARATELY .

TABLE 2

Time Line

Phase Task Month 123456789101112131415161718192021222324252627282930

A VAOT Seoping & Concept Plans

B VAOT Prelim. & Final Plans

C Construction

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Pulp Mill Bridge: Add a new 210ft (64 m) lon9-10 ft (3 m) wide separated wood bicycle and pedestrian bridge.

Pulp Mill Bridge Road: Widen roadway to 30 ft (9m) from 21 ft (6.4 m) and stripe for 4 ft (1 .2 m) wide bicycle shoulder lanes and 11 ft (3.3 m) wide vehiclelanes from Weybridge St. To Seymour st. on the west side of the bridge.

Seymour Street: Add a 10ft (3 m) wide separated bicycle and pedestrian path on the south side of the street in the location of the existing sidewalk from Pulp Mill Bridge Road to the railroad underpass.

Weybridge Street: Siripe 5.5 ft (1.5 m) wide bicycle shoulder lanes and 11 ft (3.3 rn) wide Vehicle lanes from College St. to Pulp Mill Bridge Road.

* Elm Street Underpass: Stripe 4 ft (1.2 m) wide bicycle shoulder lanes and 10ft (3 rn) wide vehicle lanes and add "Bicycles, Use Caution" and "Road Narrows" signs.

LEGEND - New or improved crosswalk

Seymour Street: Stripe 5 ft (1.5 rn) wide bicycle shoulder lanes and 11 ft (3.3 m) wide vehicle lanes from Elm St. to Methodist Ln.

New or improved crosswalk with curb bulb-out

Figure number reference

GRAPHIC SCALE 100 0 50 ke-__ !

100 !

1 : 5000 (IN IlETERS ) 200 300 400

! ! !

*

SeYmOur Street: Stripe 5 ft (1.5 m) wide bicycle lanes, 11 ft (3.3 m) wide vehicle lanes, and 8 ft (2.4 m) wide parking on one side only from Methodist Ln. to Main St. (Some widening may be necessary.)

Main Street: Stripe 5 ft (1.5 m) wide bicycle lanes, 11 ft (3.3 m) wide vehicle lanes, and 18 ft (5.5 m) wide diagonal parking on both sides from Seymour st. to the railroad crossing.

Main Street: Stripe 5 ft (1.5 m) wide bicycle lanes, 12 ft (3.5 m) wide vehicle lanes, and 8 ft (2.4 m) wide parking on both sides from the railroad crossing to Merchants Row.

Main Street: Stripe minimum 4 ft (1.2 m) wide bicycle lane shoulders [3 ft (0.9 m) wide on bridge) and 10ft (3 m)wide vehicle lanes and add "Bicycles Use Caution" and "Road Narrows" and "No Parking" signs from Merchants Row to Park Sf.

Main Street: Stripe 5 ft (1.5 m) wide bicycle lanes, 12 ft (3.5 m) wide vehicle lanes, and 18 ft (5.5 m) wide diagonal parking on north side.

College Street: Stripe 5 ft (1.5 m)wide bicycle lanes, 11 ft (3.3 m) wide vehicle lanes, and 8 ft (2.4 m) wide parking on one side only from Main St. to Weybridge

St.

TOWN OF MIDDLEBURY TRANSPORTATION PATH

CONCEPT PLAN

rOUR1!UX. STONE " O'LBARJ Conaultlne Jncb>o .... Inc, I. MorN Drive

( ... x Junction, VT 05452 (802) 1378-«50

BDcIneen-PlaD.Jl.8JW-SulTeyon


Attachment A

ARCHEOLOGICAL STUDY

" Archae%gyCo~~hing Team' inc. ' • P. D. ,Qox 145

,0 ', ' : ., ' ' 67 Utiroln Street , 'i;.::' " '

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February 14. 1995

Mr. Leonard Lamoureux Lamoureux. Stone and O'Leary 14 Morse Drive Essex Junction. VT 05452

Re: STP Tech (li S Middlebury walk/Bike Path

Dear Mr. Lamoureux:

.. ~

Please find enclosed our Pre-Phase I-A archaeological assessment for the Middlebury Walk/Bike Path Project. Also enclosed. is an invoice for this project. Thank You .

.-::er1el~ C I [0<-:;.;t>S dr'~ 1~1 Douglas S. Frink Principal Investigating Archaeologist

PRELIMINARY PHASE I-A ARCHAEOLOGICAL ASSESSMENT OF THE WALK MIDDLEBURY/BIKE MIDDLEBURY PROJECT

MIDDLEBURY, VERMONT

The Town of Middlebury, Ve r mont, is proposing to construct a pedestrian and bicycle path under the Vermont Agency of Transportation ST? Tech (1) Bicycle and Pedestrian Path Program . This preliminary Phase I-A assessment report is focusing on one portion of the project which runs from Seymour Street, on the east side of Otter Creek, west to the Pulp Mill Covered Bridge where it crosses Otter Creek. This portion of the proposed path includes approximately 970 feet along Seymour Street, 200 feet across the covered bridge and approximately 200 feet on the west side of the bridge.

A preliminary archaeological assessment has been requested as part of the scoping phase of this project. Archaeology Consulting Team Inc., of Essex Junction, Vermont, has been retained by Lamoureux, Stone and O'Leary of Essex Junction, to provide a preliminary Phase I-A archaeological assessment of potential archaeological sites which may be affected by bike path construction activities.

This preliminary Phasa I-A archaeological assessment consists of: 1) a brief review of the proposed project area; 2) a review of the environmental and historical potential

for archaeological resources which may be affected by the proposed project;

3) suggestions concerning further archaeological studies.

Preliminary documents research is necessary to become familiar with recorded Native American and historic sites within, or in close proximity to, the project area. This research is followed by a drive- by and/or walk-over reconnaissance survey to assess particular areas which may contain archaeological resources.

The project area is located in the Champlain Lowlands physiographic region. The Champlain Lowlands are protected by mountains on three sides, and weather in this region is moderated to a great extent by Lake Champlain. As a result, the climate in this region is the mildest in the state. The frost-free season is longer, the precipitation less, and the temperatures not so extreme as in other regions of the state.

Recent evidence suggests that dramatic post-glacial (after 11,640 years before present) temperatures and weather patterns were similar to those experienced today (Mayewski et al. 1993). These conditions quickly led to a forested environment of mized northern hardwoods - white pine in the Champlain Lowlands. In the project area, a bottomland hardwoods forest commun!ty would have been prevalent along Otter Creek as well.

Otter Creek is fed from both Pleasant Brook and Leicester River at the southern end of Addison County. From there, Otter Creek f lo ws north through Middlebury and then west through Vergennes

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and out to Lake Champlain. Middlebury to the "foot" of 13 miles, Otter Creek has a

From the "head" of the falls in the falls in Vergennes, a distance descent of 300 feet.

of

Ar qeological investigations throughout Vermont have documented a ~~ntinuous occupation of the state beginning 12,000 years ago. The prehistoric occupation of Middlebury is poorly u~derstood since only a few sites have been minimally investigated. The majority of these sites were located and documented during a survey for a proposed Route 7 bypass around Middlebury. The documented sites in Addison County, Vermont, suggest that a full range of Native American occupation, from the Paleo Indian Period to the Contact Period, can be expected for the town of Middlebury.

There are three known and recorded Native American sites located within a one-half mile radius of the project area. Site VT-AD-161 is situated on the east side of Otter Creek and consists of two Late Archaic (4,000 - 2,000 years before present) projectile points found in a surface collected field.

Another Late Archaic site, VT-AD-251, is located north of the project area on the west side of Otter Creek. A large scatter of lithics, bone, and fire-cracked rock indicate that this concentration represents a relatively long-term, or recurring, occupation.

Across Otter Creek from VT-AD-251 is the Native American site VT-AD-252. This site is of an unkriown cultural affiliation and is characterized by two discreet lithic concentrations.

There is one historic site recorded in the one-half mile radius of the project area. This site consists of stone wall remains of the Wainwright-Davenport stove foundry adjacent to the eastern end of the dam at Pulp Mill Falls.

Within one mile of the project area are two known and recorded sites . Both are south of the project area and west of Middlebury. Site VT-AD-114, located on the west side of Otter Creek along Mill Street, is an historic site and is believed to be the blacksmith shop where John Deere served as an apprentice.

Site VT-AD-342, located on the west side of Otter Creek, is a Native American site dating to the Late Archaic Period. This site contained three spatially distinct clusters of artifacts ~hich are thought to represent three separate occupations all dating to the Late Archaic Period.

The current settlement model used in determining site sensitivity in the state of Vermont suggests that level, to moderately sloping, terrain of well-drained soils within 200 feet of water (existing , seasonal, or remnant) are the most likely to contain Native American sites. This settlement model based solely on topography and proximity to water s uggests that, along Otter Creek and its tributary crossed by Seymour Street, the potential

2

for encountering Native American archaeological resources in the project area is high. Although the proposal is to widen Seymour Street, this etreet is part of a historic thoroughfare between Middlebury and various industries along Otter Creek at Pulp Hill Falls. Historical sites associated wit~ these industries may be encountered aleng Seymour Street.

The Town of Middlebury wae chartered on Novamber 2, 1761, and the waterpower provided by Otter Creek began attracting numerous and varied manufactories alons its ba~k in Middlebury about that time. At Pulp Mill Falls, in the vicinity of the project area, the factories on the weet aide of Otter Creek included a paper mill, oil mill, saw mill, carding machine, and trip hammer shop. On the east side of the creek was a fU[3aCe and machine shop . In the mid-nineteenth century, mills began to decline since the manufactured goods were too far from potential markets.

It is our recommendation that fur:her archaeological investigations be conducted prior to any ground-disturbing activities to assess potential archaeological resources and how they may be affected by construction. First, design plans accurately detailing the proposad location of the pedestrian and bicycle path will be needed in order to determine which areas warrant further archseol ogical study. Geomorphe:egi cal ( land:orm ) and pedomorphological ( soils ) assessments will be necessary to identify and focus on specific areas that are likely to contain Native Ameri·:an sites wit~in the proposed project corridor. We also recommend that in-depth archival background research be undertaken to identify and :ocate historical sites dating to both the early c onmercial and residential use of the project area.

3


Attachment B

CORRESPONDENCE

April 20, 1995

Marie Delphia 101 Seymour Street Middlebury, VT 05753

Dear Marie:

RECEIVED :.?R 2 ~ 1995

TOWN OF MIDDLEBURY

This will summarize our site meeting at your property on April 20, 1995 in regards to the proposed pedestrian bicycle path and related driveway improvements which would affect your property.

You agreed with the need for the overall project, particularly the safety improvements needed for pedestrians and bicyclists in the Pulp Mill Bridge. With respect to your particular property, you agreed with the needed driveway change as shown on the first drawing by the engineer (enclosed), but without retaining walls or guardrails. This would mean that the steep slope that exists up against Seymour Street would need to be moved back towards your house. We agreed that this could be accommodated with evergreens, junipers or similar ground cover that would not be a nuisance to mow or otherwise maintain on a steep slope. This would bring the toe of the slope to the edge of the driveway where it meets your lawn around the house.

We observed that you have a serious drainage problem with water coming down Seymour Street that comes down your south driveway. This will need to be handled by means of a catch basin and a drain running to the same outlet as the Seymour Street drainage culvert by the pump station. We also noted that the main Seymour Street culvert would need another section of pipe extended to allow for the improved turnaround area which would be jointly used by you and the Town when our Public Works Department visits the pump station. You did point out that your sewer service line runs directly between your house and that sewer pump station, and I don't see any reason why we would be digging down to interfere with that, but it is important to remember that it is there so that it not be disturbed. You indicated that the trees which are on the Town sewer pump station lot were not any thing that you feel were essential to be saved so that the raised grade of the driveway approach turnaround area and level entrance on to Seymour Street could be accommodated where the trees are.

MUNICIPAL BUILDING PUBLIC WORKS POLICE DEPARTMENT FAX NUMBER "TOO available

'388-4041 388-4045

'388-3191 388-4364

Marie Delphia 2 4/20/95

You did agree that, although your double driveway entrance is presently convenient for your, it is also difficult, particularly given the steepness in the winter time, and that a single, level, improved driveway entrance would be acceptable to you provided the sloping portion would be paved. It was also understood that the driveway area between your house basement entrance and the garage would remain level.

You also pointed out that there is a water shutoff for your house water service that has been broken off by a snow plow in the grass island between your driveway and Seymour Street. This will obviously need to be raised and properly positioned with respect to the new sidewalklbikepath (if not repaired sooner by the Water Department).

The next steps on this project are for the engineer to develop cost estimates and if the whole project moves forward then we will have a public meeting and more specific plans and further discussion and agreement with you.

I think that summarizes everything that we talked about. If you have any further thoughts about this, please let me know. In closing let me say on behalf of the Town, we very much appreciate your cooperative interest in this project and I would like to reaffirm our desire to have this completed in the manner which is beneficial both to the Town and to your property. Thank you again.

FSD:ejd

cc: Betty Wheeler, Town Manager Len Lamoureaux, Engineer

Sincerely,

~~ Town Planner

Bill Hageman, Director of Public Works

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Conceptual Alignment Analysis for the Town of Middlebury...

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