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10-01-2018
REGULAR TOWN BOARD MEETING OCTOBER 1, 2018 7:00 P.M. PLEDGE OF ALLEGIANCE LED BY COUNCILWOMAN JENNIFER SWITZER PRESENTATION: ADIRONDACK/GLENS FALLS TRANSPORTATION COUNCIL- DRAFT HALFWAY BROOK TO HUDSON POINTE TRAIL CONNECTOR STUDY 1.0 PRIVILEGE OF THE FLOOR FOR RESOLUTIONS ONLY (LIMIT—3 MINUTES) 2.0 RESOLUTONS 2.1 Resolution Authorizing Dedication of Certain Parcels as Public Parkland Property as Part of Rush Pond Park Expansion Project 2.2 Resolution Authorizing 2019 Renewal Contract for Empire Blue Cross Medicare Advantage Insurance Plan 2.3 Resolution Authorizing Advertisement of Bids for Sale of Obsolete Equipment 2.4 Resolution Authorizing Award of Bid for Traffic Signal at Intersection of Aviation and Cottage Hill Roads 2.5 Resolution to Amend 2018 Budget 2.6 Resolution Authorizing Hiring of John E. Dann, Jr., as Part-Time Court Officer 2.7 Resolution Approving Audit of Bills —Warrant of October 2' 2018 3.0 CORRESPONDENCE 4.0 PRIVILEGE OF THE FLOOR (LIMIT-4 MINUTES) 5.0 TOWN BOARD DISCUSSIONS 6.0 EXECUTIVE SESSION ***Agenda Subject to Change Without Notice' Stuart Baker To: Town Board Cc: Caroline Barber, Rose Mellon; Pamela Hunsinger; Bob Hafner(rhafner@mmshlaw.com); Brown, Craig Subject: 10/1 Town Board meeting staff notes Attachments: FINALDRAFT_HHTrail_09.19.18.pdf Jack Mance of the Adirondack/Glens Falls Transportation Council (A/GFTC)will be at the next Town Board meeting to present the final draft of the Halfway Brook to Hudson Pointe Trail Connector Study. This study—funded through A/GFTC's Unified Planning Work Program -presents the conceptual routes for the final section of the north/south trail system on the west side of town. A copy of this study is attached,and hard copies will be distributed with your meeting packets. Stu Stuart G. Baker,Senior Planner Community Development Department Town of Queensbury 742 Bay Road Queensbury, NY 12804-5902 (518)761-8222 Direct Line stuartb@queensbury.net 1 Halfway Brook to Iu V Hudson Pointe F . Tra I I i, "v Prepared for the Town of Queensbury 4� September 2018 A/G FTC t3 '"N O-eighton 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 Ad iron dack/G lens 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. The intent of this plan is to document existing conditions, compare potential alternative z 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 0 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 v 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 0 that may affect the viability of a trail.To facilitate this,a GIS analysis was performed,in which N4 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. 0 z Halfway Brook--Hudson Pointe Trail Connector Study Photo:Bay Road,Queensbury NY A ► -V* � t k used by bicyctlst , p tCtst q0 d 0*6 "id" sirs;'t"hey are separated 4 *0Pao �► physical barrier and y deig; acl to� AItA sta> d . A►atcl' rth is a specific type of eared use Rath,facility thAt is physically separated from the road but located within the roadway right of way. 30 Photo:Fire Road,Glens Falls NY 14 B r x Photo courtesy pedbikeimages org/Adam Fukushima Halfway Brook--Hudson Pointe Trail Connector Study AAKE GEORGE Regional Connections >P II Ike w'd Feel,,r, �rI rr�I�, The study area is located in the southwest portion of the Town of Queensbury,within WarrenCounty, New HEARTHSTONE GEORGE L„KE LAKE CAMPGROUND York.The Regional Map shows the study area and the surrounding trails and bicycle routes throughout the "i.tl:5 g FORT ANN region. As the map indicates,there is a lack of dedicated C - E bicycle/pedestrian facilities within the study area. PROSPECT OFEsT MOUNTAfT However, there are potential connections to the Rush LAoEQRGE "PO°DK Pond/Halfway Brook trail system in the north and the Feeder Canal Trail to the east, which in turn connectsMIN to the Warren County Bikeway, an important regional ._ facility. L A E GEORGE o WI D`0RESf �,n �a LAKE GEORGE -- RINSE noiHpNon<KPAUK JENKINSVILLE PARK GURNEY LANE RECREATION'9 GLEN. QUEENSBURY PARK LAKE KINGSBURY . I_AKF GFORGE (" WILD FOREST ,. J LAKE LUZERNE VILLAGE Oi HURSF3N FALLS LENS VILLAGE OF AKEGEORGe �. LLS SOUTH GLENS WILD FOREST o��, FALLS "< a_, RALPH ROAD =�p50Nq� STATE FOREST ate' "r'a TOWN OF MO LAGE OF L EA MO�INf�O�d' + e RE RATION EDWAF ST TE PARK PA K MOREAU � .. EDwF Halfway Brook--Hudson Pointe Trail Connector Study � Bicycle & Pedestrian Features The existing trails and designated bike routes in the a A,•.A F:R TOWN OF O BURY , �� .. study area are documented in the map to the left.This cl F . includes the proposed Halfway Brook Trail (still under Woo` development), town designated bicycle routes, and theIS ,,< " priority bicycle network and pedestrian areas identified ,;; p HALFWAY BROOK Af 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 north- „ y south travel; there is no easily-identifiable way to get Nim Peggy Ann road to Corinth Road without crossing SPORTS COMPLEX private property or traveling miles to the east or west. WEST END «f IRONDACK R/,RK v ROCKSPORT CLIMBING GYM CLENDON BROOK ...... . ... . PRESERVE BICYCLE/PEDESTRIAN FEATURES BIG BAY 0 Halfway Brook Trail01z, PRESERVE Town Designated Bike Routes A/GFTC Priority Bike Newtork WEST MOUNTAIN A/GFTC Rural Priority SKI RESORT 4 "" 0HUDSON POINTE Pedestrian Newtork NATURE PRESERVE A/GFTC Suburban Priority Pedestrian Newtork A/GFTC Urban Priority �1N oRb�o�b� Pedestrian Newtork N /'�/// LONNIii IC KAII FS 0 0129 R25 o.5 111A""" , N pJJti HUDS( - Halfway Brook--Hudson Pointe Trail Connector Study r Topography & Environmental Features " ntal atur 1. • �i Elevation and slope of the topography in the study area %` is an important consideration,as steep slopes can inhibit ~` a � trail development.The elevation within the study area ranges from 284 feet to 502 feet, as shown in the map g to the left.For the most part,the study area has flat-to- " 1a moderate slopes. However, the steep slopes south of Corinth Road where Clendon Brook meets the Hudson a, "1 z pose a challenge.There are existing trails in this vicinity, O r r A " including a small bridge over the brook; however these .. ,; a facilities do not meet contemporary standards for access. In terms of environmental features there are limited amounts of wetland areas along Clendon Brook,as well 1 as an isolated wetland between Michaels Drive and Richmond Hill Road.Neither of these wetlands areas are U anticipated to directly impact any of the proposed trail alignments; however, as detailed design is undertaken, —4; further analysis of wetlands should be undertaken if needed. In addition, previous environmental analyses have indicated the probable presence of Karner Blue Pq Butterfly habitat in the study area.This should also be - � •, ; taken into account as part of the design process. GJ GY I VVVIRr n i II_hJ"VA I. I VRES Wool 'A iC �r i R� e � ; Halfway Brook--Hudson Pointe Trail Connector Study Vacant & ©OUEENSBUR`_ = e HIGHSCHOO °''-F°e' , Undeveloped Land r— Property that is predominantly undeveloped (currently NALMOROOk .,... void of a commercial or residential building) can offer of-"mom = C L' opportunity for integrating pedestrian and bicycle wooD accommodations in site planning ahead of development. - .- _ - Some of these properties may already be in conservation I'-yyy!'in lPootl '_ Q HALF YBRooK and undeveloped in order to serve another purpose or 1 remain in a natural state.There are also large parcels which are publicly owned. These lots, owned by the — — _ BRC,OKaF Town of Queensbury, the City of Glens Falls, and the ueens ury Land Conservancy,represent opportunities for off-road or facilities.expanded on-road fac" A K 1 MA T EMS _ RK )IRONDACIK PnRK --- r SKY ONE ROCK- LENDON MOCK ®AIM SERVE - LAND OWNERSHIP AND VACANTLAND = Vacant Land _ WEST MOUNTAIN Warren County _-W en C my SKI RESORT© City of Glens Falls QH - _ Town of Oueensbury = - Queensbury Land Conserv. - National Grid tV MII FS - 0 0125 025 0.5 11% HUDSONR" Halfway Brook--Hudson Pointe Trail Connector Study _ _- �� Traffic Volumes & 9504 3098 25953 Speed Limits The average annual daily traffic (AADT) indicates the average traffic volumes on the roadway in a 24- hour period. It is important to consider the AADT of "1) roadways when planning on-road bicycling and walking routes, as people tend to be more comfortable using 4937 Q as5s� on-road bicycling and walking facilities located on lower- volume roadways rather than higher volume roadways. This data is collected by the NewYork State Department of Transportation;the most recent AADT data available s for this area was gathered in 2015. Map 6 shows the AADT for all recorded roadways within the study area. Corinth Road has the highest traffic volume within the 5203 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 3645 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. $"' For the most part, the neighborhood streets and 7214 roadways have a speed limit of 30 mph. However, the 39583 ' major east-west roads (Peggy Ann, Upper Sherman, Q Luzerne, and Corinth) have speed limits of 40-45 mph. The higher speed limit can affect the comfort and safety AADT(2015) of cyclists and pedestrians, and is a factor to consider Q when selecting a trail alignment. p Q . :J..L PR SERVE 3103 Halfway Brook--Hudson Pointe Trail Connector Study Safety Crash data was analyzed for the five years of crashes reported in the region from the beginning of April 2012 Cr through the end of March 2017.This dataset includes `OOD$ multiple types of vehicle crashes. Especially important . to this particular study are the crashes between vehicles 2°` 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 . 14 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 IV incidents do not indicate an easily identifiable pattern of bicycle or pedestrian crashes. V t ".ih id_.(oYG1 "PE Si QIA k„ „z .. • CRASH POINTS AND l4.'F E t+n,1N n �u°< e DENSITY(2C�12-2017) P z • Vehicle Only r Halfway Brook--Hudson Pointe Trail Connector Study Overview of Alternatives In attempting to identify the best possible location for Z a north-south connection, several ideas were put forth. The overall goal of creating a trail is to provide access, e g g both to the trail itself,and to the destinations along the trail.Of the initial trail alignments,the concept of an on- road 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 Oaccess,especially for pedestrians. From the initial discussions, the four remaining " J, alternatives were put forth,shown at left. These include: « • » Utility Line Corridor (2.96 miles,off-road) Glendon Brook(3.62 miles,on- and off-road) » East Side (4.71 miles,on- and off-road) M «« » Burnt Hills (4.1 miles,on- and off-road) Each option is described in greater detail on the following pages. �y«C A v'xt��l +�• fr «• +ts its'.'..... • TRAIL ROUTE ALTERNATIVES _ ..................... ....1yXy �'iltti FY •. ( ' 1 sti,n� eae� Halfway Brook--Hudson Pointe Trail Connector Study Option 1 : ° Utility Line Corridor ;b The majority of this trail alternative is off-road. The northern terminus of this alignment is at the proposed HalfwayBrook trailhead on Pe Ann Road. From 1Y `"'"""`' there, the trail would travel east along the north side of Peggy Ann for approximately '/4 mile as a shared C}` use path, separated from the roadway.At the National Grid utility line, the trail would head south, following y the utility corridor all the way to the Hudson Pointe e 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 O Brook Preserve, following a meandering path through the open space preserves as it crosses Clendon Brook TV at the existing bridge deck. 4 UTILFT`Y LINE r �j' Halfway Brook--Hudson Pointe Trail Connector Study �1 Option 2 ° Clendon Brook This option includes a combination of on- and off- Z no road facilities. From the Halfway Brook trailhead, this ctxe*s trail travels west along the north side of Peggy Ann for ` , approximately 1/3 mile, turning south on Quail Run/ r Lambert Drive and transitioning to a bike boulevard.At Upper Sherman,the trail heads east,transitioning to bike .F lanes/shoulders and sidewalks. The trail then follows Richmond Hill Drive as a bike boulevard or a shared- use 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. O Crossing Corinth Road, the trail jogs west as a shared '-6' A LX use path for a few hundred feet, then utilizes existing J 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 I, the crossing of Clendon M4 Brook poses a topographic challenge;however,it may be M possible to improve the existing bike/ped bridge to bring the facility up to contemporary standards for access. m (A FNf)(,)N RROOK © Co ,. Halfway Brook--Hudson Pointe Trail Connector Study f♦ f♦ Option 3 : ° . East Side �r From the Halfway Brook trailhead,this trail travels east Z as a shared use path along the north side of Peggy Ann roe s for just under I mile before turning south along the `NOODS National Grid utility corridor.The trail continues off- r road, crossing Upper Sherman and Luzerne roads.The © trail would then continue west along East and Central Avenues, turning south at Michigan Avenue. The on- road portions of the trail in this section would be bike boulevards or yield roadways. Utilizing Warren County /w property,the trail would transition to a shared use path, y� cross Corinth Road, then continue within the rights- of-way of Carey and Native roads as shared use paths. O 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 � f contemporary standards for access. r EAST SIDE was Halfway Brook--Hudson Pointe Trail Connector Study Option 4: ° Burnt Hills �1 From the Halfway Brook trailhead, this trail travels Z 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 r development,which would likely require an easement and potentially approval of the Homeowner's Association. Another private easement would be required to make y y 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. 0 Alternately,the trail could continue along the east side f° 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 Q and Native roads.The trail would then cross into open r spaces in the Big Bay preserve, following existing and 04 proposed trails to Hudson Pointe.As with Option 2 M ® 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. � BURNT HILLS DRIVE R ua• Halfway Brook--Hudson Pointe Trail Connector Study e Connectivity Evaluates the feasibility of each alternative to connect to existing facilities Evaluation Criteria .erla (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 To enable the Town to make an informed choice and destinations. Additionally, connections to A/CFTC Priority Bike and Pedestrian Network are considered. between the conceptual alignments, a series of criteria were developed in collaboration with the Steering Committee.These represent the complexity concerning Directness trail development and broadly include the consideration The alternatives were evaluated for directness of the trail alignment between of topography, traffic volumes and conflicts, crossings, the Hudson Pointe Preserve and the Halfway Brook Trail. Optimally, the environmental impacts,cultural and economic resources, trail will provide users a clear and consistent route or"ease of use"to avoid as well as site control and acquisition. Specifically, confusion,measured by entire distance and number of turns.The shorter the the Steering Committee sought to incorporate the distance and fewer number of turns,the higher the directness ranking. following: ease of use, safety, exposure to motorized traffic (especially at higher speeds),cost,winter use,and environmental engineering issues such as stormwater Consistency and drainage. While not all of these are explicitly Confusion can occur when multiple facility types are combined to cobble analyzed, they are integrated into the larger concepts together a trail,leading trail users to switch between facilities and possibly detailed at left. 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. 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 Evaluation Matrix a Option Connectivity Directness Consistency Implementation Safety RANK NOTES RANK NOTES RANK NOTES RANK NOTES RANK NOTES Utility Only provides • 4 turns • 2 trail • 1 easement' • No trail on roads with a Line connections to • 2.96 transitions • Significant topo. speed over 30 mph destinations at the north miles • 10 intersection challenge at Clendon • No trail on roads with and south ends of the crossings Brook crossings AADT over 5,000 alignment • No trail on roads with no • Central location connects physical separation to 4 neighborhoods • 10 intersection crossings Clendon • Connects to destinations 9 turns 7 trail 5 easements 20%of trail on roads with a Brook at the north and south 3.62 transitions 2 moderate topo. speed over 30 mph ends of the alignment miles 13 intersection challenges • 12%of trail on roads with O • Some connection to 2crossings AADT over 5,000 town bike network and • 14%of trail on roads with pedestrian priority areas no physical separation • Central location connects 14 intersection crossings to 6 neighborhoods East Side • Connects to many • 7 turns 7 trail 1-2 easements' • No trail on roads with a community destinations • 4.71 transitions 1 minor topo. speed over 30 mph • Strong connection to miles 22 intersection challenge(improved • No trail on roads with pedestrian priority crossings Clendon Brook AADT over 5,000 network bridge at existing 12%of trail on roads with • Eastern alignment crossing) no physical separation connects to 7 • 22 intersection crossings' neighborhoods Burnt Connects to destinations • 9 turns 7 trail 5 easements from • 11%of trail on roads with a Hills at the north and south • 4.1 miles transitions 3 landowners, speed over 30 mph ends of the alignment 7 intersection including Queen 0 I I%of trail on roads with • Some connection to crossings Victoria's Grant AADT over 5,000 town bike network and2 2 HOA • No trail on roads with no pedestrian priority areas 1 minor topo. physical separation • Central location connects challenge(improve • 7 intersection crossings to 6 neighborhoods Clendon Brook bridge) Notes: 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. '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 Preferred Alignment 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 z 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 r Public Meeting Vote Tally criteria rankings can be mitigated through careful engineering and design. Based on the criteria,the consensus of the Steering Committee was that the Utility Line Trail Option First Choice Second alternative was the preferred alignment.There was also a preference expressed by Town Choice representatives for the East Side alternative,due to the connections to destinations such Utility Line 14 4 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 East Side 6 4 Canal Trail. Clendon Brook 4 10 Although the input of the Steering Committee is important, it is crucial to select an 0 alternative supported by the community.An alternative may look suitable on paper, but Burnt Hills 3 2 may have hidden drawbacks that are not apparent through objective analysis.After all, Drive 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 W4 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 z 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. 0 Halfway Brook--Hudson Pointe Trail Connector Study! Implementation �a. ro. ' 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 * � I'd, of the plan.In addition,a list of potential funding sources and next steps has been included implementation. to further facilitate im P Right-of-Way Acquisition 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 orWarren 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 Z 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. O 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. It is important to note that there is no guarantee that National Grid would be willing r 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 m Operation & Maintenance 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 be- half of the Town of Queensbury, it would be reasonable to identify the municipality as a M�' 9 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 zs^ _ 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. ATrail Maintenance Agreement is likely to be required for all parties involved in the operation of the trail,including third-party organizations. x� Trail Maintenance Considerations & Cost The ongoing maintenance of the trail will have an associated cost. It is difficult to pre- dict the exact amount; however, according to the Maintenance Practices and Costs of R 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 Z p .nu 14 for asphalt surfaces. ;bun{sus o I w, t( The exact cost is likely to fluctuate from year to year.In addition,stone dust trails are likely 400_�_° to require less expensive,but more frequent,maintenance activities,as they are subject to more immediate effects of erosion and vegetative encroachment. Asphalt paths,converse- Pam° ly,may require significant resurfacing or repair every few years.In addition to trail surface, other factors which influence maintenance costs include: j a d. ` The availability of volunteer labor r. Mowing and vegetative clearing Litter clean-up Maintenance of signs and pavement markings Some of these factors will depend on trail design,while others will be affected by weath- .ykt1f yF er and human behavior. k {j Halfway Brook--Hudson Pointe Trail Connector Study! i 19QJHNS04JtY 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 theTown ! could phase the project;one option is detailed below. WOODS Phase I: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 r connections between the Hidden Hills, Lupine/Arbutus,and State Avenue neighborhoods and the Adirondack Sports Complex and West End Park. Phase 2: Pursue ROW,design,and construction of the Peggy Ann section. 3 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 z project, as the area is largely undeveloped.Theoretically, if the Town of z 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 ® p match in grant applications. .'. Phase 3: Pursue ROW, design, and construction of the southern loop >h 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 �J 4 public ROW,however,a proper survey and detailed design are required.As (� PHASING OPTIONS with any on-road bicycle/pedestrian facility,the design phase may uncover hidden pitfalls (such as utility relocation or minor ROW requirements) Phase I --National Grid Corridors that could slow the process. Phase 2--Peggy Ann Road The preferred trail alignment was reviewed by engineers at Creighton Phase 3--East Side Connector 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. C> "" Halfway Brook--Hudson Pointe Trail Connector Study Old Forge/Peggy Ann Roads:Steep grades n gl n e e rl n g on the north side of the road will require 0 r1ALF-VVAp :�k(.OK careful design to ensure accessibility. Considerations Luzerne Road Crossing (East):Vegetation Off-Road Trail Surface, National Grid "�.7f,�t� g ( ) g Corridors: Although stone dust may clearing on north side of road is required be the most economical option, soil to allow for adequate sight distance. conditions may warrant additional measures to ensure stability and durability. Steeper sections of trail may need to be RON AC Central Ave: Further analysis of crash paved or reinforced to prevent erosion. patterns is recommended before introducing additional bike/ped activity. If a sidewalk is constructed, the addition of Upper Sherman Avenue Crossing(East& curb will require a closed drainage system. West) • High speed & truck volumes may Corinth Road Crossing(East):Carey Road warrant enhanced crossing intersection has associated crash history; • Sight distance limited west of the v✓�`7 ? E !vr} may require additional consideration crossing due to vegetation; additional ■ .P�'*K during design phase clearing and roadside maintenance will w. . ■ ■ be required Native/Carey Roads: Fire hydrant relocations and driveway crossings are required if the sidepath is constructed on �/ ,Nr the west side of the roadway.The east side Clendon Brook Crossing:Alignment should will have fewer utility impacts and driveway avoid the steep slopes, perhaps along the crossings, but will require more tree southern ridge line. A boardwalk is a "`�� clearing and grading. CLUB �rv;�a � g g g potential solution; the cost is contingent c<<-rdi7ON��Rac�OX PPE ERVENote:Midblock Road on the specifications and materials that : Crossings •,... .• In general, trail and sidewalk are used for construction. Less expensive . .• •�� materials such as wood or composite can ; '•' crossings should be located near be used for decking, however increased �,•� r i possible. �ru[ long term maintenance costs will be - Drivers may not expect to see trail required. `;r' PREFERRED ALTERNATIVES locations•ssings o making these t�11111 Y I F A'-;I 1A 1 R A 11 block crossings will require advance warning signs,crosswalks,and yield Off-Road Trail Surface, Hudson Pointe/ "•• �"" Clendon Brook Preserves: Existing trails �" • - markings on the roadway. Flashing beacons could be considered and footbridges may need modifications r UDATU tit RVF at specific - to meet accessibility standards for grade, •�■• was shouldwidespread implementation width, and cross slope. Either a stone- Ajnc. � be avoided. Excessive deployment dust or asphalt path surface could be implemented.The slopes on either side of enhanced crossing devices can desensitize motorists and reduce of Clendon Brook present a challenge to accessibility which will require careful design. Halfway Brook--Hudson Pointe Trail Connector Study ml Phase I -- National Grid Corridors Cost Estimates Trail Section Proposed Facilities Cost Utility Corridor,Hudson Pointe Blvd New Stone Dust Trail, 10'Width;20 Road $1,140,000 & Next Steps to Peggy Ann Road Crossings;Clendon Brook bridge crossing East Avenue Parking Lot to Lupine New HMATrail, 10'Width;4 Road Crossings $631,000 For the purposes of this study,planning-level cost estimates were Lane (Utility Corridor) prepared by Creighton Manning,Engineering and are summarized Construction Subtotal $1,771,000 at left Full versions of the cost estimates are included in the Contingency(-20%) $355,000 Appendix. It is important to note that these estimates do not —10%) $ 55,000 include acquisition of right-of-way, which may be necessary Design/Engineering( Construction Inspection ( 0%) $178,000 depending on final design.In addition,costs for design/engineering O and construction inspection are given for order-of-magnitude Phase I Total $2,659,000 estimation purposes only; actual costs may differ depending on Phase 2--Peggy Ann Sidepath project complexity. no Utility Corridor to Halfway Brook New 10'Wide Asphalt Sidepath $133,000 It may also be possible to reduce overall costs by bundling design Southern Trailhead into fewer phases. Completing one overall design for all three r Lupine Lane to Halfway Brook New 10'Wide Asphalt Sidepath,6 crossings, $464,000 phases also helps to improve the chances of securing grant funding. Trailhead hydrant relocation "Shovel ready" projects often score higher in grant rating,as the Construction Subtotal $597,000 projects can be implemented faster and with greater chances of Contingency(-20%) $120,000 successful project delivery. Design/Engineering(-10%) $61,000 Once this plan is finalized by A/GFTC,the Town may choose to Construction Inspection (-20%) $120,000 seek funding.There are a number of grant programs which provide TOTAL,Phase 2 $898,000 funding for design,construction,or both.The list below includes several options, however, the Town is encouraged to seek non- Phase 3 --Central Ave to Hudson Pointe traditional sources of funding,such as public-private partnerships Hudson Pointe Blvd to Utility Marked shared roadway,signs $3,000 or other groups,which may provide additional assistance.The grant Corridor programs listed below have historically allowed for trail or trail- Hudson Pointe Nature Preserve to Boardwalk/bridge, 10'asphalt sidepath,utility $1,152,000 related projects;future eligibility is not guaranteed. East Ave Parking lot relocation,drainage, 12 road crossings,bicycle Recreational Trails Program: 80/20 grant, $25,000/$200,000 blvd and sidewalk project minJmax. Construction Subtotal 1,155,000 Make the Connection Program:80/20 grant,$75,000 project Contingency(^-20%) $231,600 min. Design/Engineering(--10%) $1 16,300 Transportation Alternatives Program: 80/20 grant, Construction Inspection (-20%) $231,600 $250,000/$5M project minJmax. TOTAL,Phase 3 (Rounded) $1,735,000 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 0 18 Appendices: Detailed Cost Estimates & Technical Memos Halfway Brook--Hudson Pointe Trail Connector Study* MEMORANDUM Creighton Manning Date: July 30, 2018 ENGINEERS PLANNERS To: William Sprengnether SURVEYORS From: Stephan Godlewski,PE cc: 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 Page 1 of 2 518.446.0396 Albany,NY 12205 www.crnellp.com • Luzerne Road: 0 851'' percentile speed is approximately 50 mph and the posted limit is 40 mph (Note:The 85'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: 0 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: 0 851h 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 AG FTC. 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 MEMORANDUM Creighton Manning Date: March 12,2018 ENGINEERS PLANNERS To: William Sprengnether SURVEYORS From: Stephan Godlewski, PE cc: 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. Clendon Preserve—Center Trail Route(Pink) 2. Burnt Hills Drive—Center Trail Route(Yellow) 3. Utility Line Trail Route(Green) 4. 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 Page 1 of 3 518.446.0396 Albany,NY 12205 www.cmellp.com ^ MEN" "N0UN1 *zI�ma/^ /a—on Connector Trai| we Review mo,cx zrz��D * Lambert Drive ' Grades and underground utilities may be an issue on the west side of the roadvvay. If a bicycle boulevard or yield roadway is implemented the existing utilities and topography will not present a challenge. Safety:Thiscriteriaconsideothetypeoftrai|faci|ity(mn'nxadorseparated),existinQtrafOcconditionsandcrossing 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 maybe 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 8Sm percentile speed is mpproxinoate|vSO mph which is higher than the posted speed limit of 45 mph. (Note:The 85th percentile speed is the speed that 85 percent qfvehicles 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. * LuzerneRomd: o 8501 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 18mn attached figure) Estimated Construction Cost:$3.Stm$4K4 Page zmy 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 right- of-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: 0 85t' 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:$1.51VI to$2M 4 ©HALFW%' tIL a 1• • a •• o • *OWN so _ It o • n � iP - • 2 ■ :++ a ADIRON14CK ■ ■ SPORTS COMRkEX® 1B P , w r ♦ WE? 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Fut -ni coons 1I91LE� A t-IUDSON� Calculated By: MDV Creighton Calculated Date: 9 10 18 Checked By: JBW Manning 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 TOTALI $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 Creighton Calculated Date: 9 10 18 Checked By: JBW Manning 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 RELOCATIONS - $ 25,000.00 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 Creighton Calculated Date: 9 10 18 Manning 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 INTERSECTIONS - $ 12,000.00 20 DRAINAGE - $ 120,000.00 STRUCTURES 12 ROADWAY CROSSINGS - - $ 18,000.00 SUBTOTAL $ 1,152,000.00 CONTIGENCY(20%) $ 231,000.00 DESIGN ENGINEERING (10%) $ 116,000.00 CONSTRUCTION INSPECTION (20%) $ 231,000.00 TOTALI $1,730,000.00 PHASE 3 TOTAL $1,735,000.00 9/12/2018 PHASED CONSTRUCTION ESTIMATE Page 3 of 3