Vermont Route 125 The Middlebury Gap Scenic Highway Corridor Management Plan ~.
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Prepared by: The Addison County Regional Commission The Two Rivers-Ottauquechee Regional Commission
Based upon consultation with the: Middlebury Gap Scenic Highway Corridor Steering Committee
with Assistance from: DeLeuw-Cather Inc. Transportation Planners and Engineers The Office of Robert A. White Landscape Architects and Planners and Julie Campoli Hurnstone Associates Planning Consultants
December, 1996 Participating members of the Middlebury Gap Scenic Highway Corridor Management Plan:
Douglas Anderson Emily Leeds East Middlebury Prudential Committee Ripton, VT Mr. Chester Baxter, Jr. Becky Laframboise Chair, Hancock Planning Commission Vermont Association of Snow Travelers Inc. Hancock, VT Middlebury, VT Mr. William Biedennan Anne Hoover Sky Hollow Farm Green Mountain Club Volunteer Rochester, VT Middlebury, VT San Brooks Ed Nelbach Ripton, VT Hancock, VT Bruce Burgess Zachary Osborne Bicycle Holidays Ripton, VT Middlebury, VT Mr. Jerry Perez David Callum Rochester Ranger District Vennont Fish and Wildlife Pittsford, VT Clay Poitras Planning Division - Agency of Transportation
Mary Clark MontpeIierF VT Ripton Historical Society FredPutnam Tony Clark Green Mountain National Forest Moosalamoo Ecotourism Partnership Middlebury, VT & Blueberry Hill Inn Goshen, VT Richard Robson Hancock, VT Sue Collitt Ripton County Store Bill Sayre A. Johnson Lumber Co. Frank Curtis Bristol, VT Ha,.'1cock, VT Floyd Scholz Ms. Luciejane Curtis Hancock, VT HancockPlanning Commission Mr. John Seeger Ms. Evelyn Darrah Camp KHoleet Hancock Planning Commission Hancock, VT Rochester, VT Steve Sherrill Gerry Gassens Chair, ISTEA Committee State Representative Addison County Regional Planning Commission Salisbucy, VT Goshen, VT Olivia Gould Dave Smith Waltsfield, VT Catamount Trail Assodation Middlebury, VT James Hadeka CVPS ]eanTodd Middlebury, VT Ripton, VT Barbara Harding Steve Weber Addison County Chamber of Commerce Middlebury College Forester Middlebucy, VT ] onathan Wood Joyce Henderson AOT District 5 Transportation Administrator Chipman Inn Essex, VT Ripton, VT Katherine Hodgetts Hancock Property Owner Richmond, VT PROJECT OVERVIEW 1
BACKGROUND 3 HISTORY OF THE CORRIDOR 3 THE ROBERT FROST MEMORIAL DRIVE 4 HISTORY OF THE VERMONT SCENIC ROADS PROGRAM 5 THE NATIONAL AND STATE SCENIC BYWAYS PROGRAMS 7 VERMONT SCENIC ROAD DESIGNATION OF ROtITE 125 7 MAINTENANCE OF THE SCENIC ROAD CORRIDOR 8 DEVELOPMENT OF A CORRIDOR MANAGEMENT PLAN FOR THE ROBERT FROST MEMORIAL DRIVE 9
EXISTING CONDITIONS 10 LAND USE 10 NATURAL RESOURCES 10 HISTORIC SITES AND ARCHAEOLOGICAL RESOURCES 12 ECONOMIC ACTIVITY 13 RECREATION ACTIVITIES IN THE CORRIDOR 15 THE HIGHWAY: VERMONT ROUTE 125 16
ANALYSIS OF FUTURE CONDITIONS AND PROBLEMS 21 GROWTH IN THE TOWNS AND REGION 21 ECONOMIC CHANGE AND OPPORTUNITIES 21 PROJECTED FUTURE TRAFFIC 22 TRENDS IN FISH AND WILDLIFE POPULATIONS 22
INVENTORY AND MAINTENANCE PRACTICES OF THE ROADWAY 25 GENERAL R6ADSIDE MAINTENANCE PRACTICES 26 Road Surface 26 Shoulders 26 Drainage Infrastructure 26 Pull-off and parking areas 27 Guardrails 27 Roadside Vegetation Maintenance and Management 28 LOWER GORGE MM 2.8 ToMM 3.5 (MIDDLEBURY) 30 RIPTON VILLAGE CENTER THROUGH THE GORGE MM 3.5 (MIDDLEBURY) TO MM 1.6 (RIPTON) 31 RIPTON VILLAGE CENTER TO ROBERT FROST WAYSIDE MM 1.6 TO MM 3.1 (RIPTON) 32 ROBERT FROST WAYSIDE TO BREADLOAF MM 3.1 TO MM 4.05 (RIPTON) 33 UPPER PLATEAU ABOVE BREADLOAF MM 4.05 TO MM 5.7 (RIPTON) 34 MIDDLEBURY GAP PROPER MM 5.7 (RIPTON) TO MM 3.4 (HANCOCK) 35 UPPER VALLEY MM 3.4 TO 4.5 (HANCOCK) 36 LOWER VALLEY MM 4.5 TO MM 6.5 (HANCOCK) 37 VILLAGE FRINGE MM 6.5 TO 7.05 (HANCOCK) 38 HANCOCK VILLAGE MM 7.05 TO 7.25 (HANCOCK) 39
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CORRIDOR MANAGEMENT GOALS AND OBJECTIVES 40
ACTION PLAN 42 ANTICIPATED CORRIDOR MAINTENANCE AND IMPROVEMENTS 42 Routine Highway Maintenance 42 Preventative Maintenance 42 Drainage and Culvert Plan for the Gorge 42 BRIDGE REPLACEMENT RECOMMENDA TIONS 43 MANAGEMENT OF TRAFFIC SPEEDS, TRAFFIC GROWTH AND DRIVER EXPECTATIONS 44 HANCOCK VILLAGE 45 INFORMATIONAL AND INTERPRETIVE SIGNAGE 45
IMPLEMENTATION 46
LIST OF T ABLES
Table 1: Traffic Volumes on the Route 125 Corridor 17 Table 2: Truck Use on East-West Corridors near Middlebury Gap 18 Table 3: Bridges on the Route 125 Scenic Corridor 18 Table 4: Population Change 1980 to 1994 21
Hancock, Ripton and Middlebury, Vermont page u The nearly 15 mile portion of Vermont Route 125, designated as a Vermont State Scenic Road in 1980, has enjoyed a long history as an independent highway entity. The roadway was first established as a toll road to provide a link between Woodstock, located in eastern Vermont, with Middlebury, located in the Champlain Valley of weStern Vermont. Subsequent improvements and realignments resulted from the growth of the communities not only at the ends of the corridor, but also along it: East Middlebury, Ripton, and Hancock. The communities developed a heritage that was strongly influenced by the highway's presence. The first official recognition of the roadway was made in 1973 when the State recognized the locally popular common name, Robert Frost Memorial Drive (RFMD). The official naming of the roadway was the result of a locally driven initiative, and resulted in the creation of a brochure describing the highway's assets and historic association to poet Robert Frost to promote the road for tourists.
When the Vermont Scenic Road law passed in 1977, the RFMD was seen as a potential candidate for designation due to its established identity, rich scenic resources, and long stretches of roadway that were bordered by public land managed by the U. S. Forest Service. The Scenic Road law required that the maintenance of the roadway features within the highway right-of-way by the Vermont Agency of Transportation 01 AOT) was to be held as nearly as possible in the conditions which existed at the time of designation. General references for roadside maintenance were addressed in the State of Vermont Transportation Board and the techniques and recommendations in the booklet, The Vermont Backroad. The Scenic Road law requires preparation of a description of the road's physical conditions, and a recording of the specific criteria responsible for designation. However, this was never completed due to a decline in funding and subsequent loss of interest in the program. Specific roadway maintenance practices were never detailed. In 1992, Federal legislation provided funds for the establishment of state scenic byway programs which are intended to link highway planning and development with economic growth, primarily through tourism and recreation by enhancing recreational, scenic, historic, and cultural qualities of the area surrounding a designated byway. The byway program was seen by many people as the opportunity to create a corridor management plan for the RFMD. The
Hancock, Ripton and Middlebury, Vermont page 1 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996
VAOT applied for and received federal funds in 1994, leading to the preparation of this Corridor Management Plan.
The conflicts from attempting to maintain a scenic road without clear direction provided in a corridor management plan was realized in the summer of 1994 when the VAOT undertook "preventative maintenance" improvements of the roadway without following the procedures outlined in the Scenic Road law and maintenance guidelines developed by the State Transportation Board. Reaction to the highway improvements were mixed, many people considered the improvements necessary for the level of service and safety required by the users of the road; while others felt that the improvements were made with gross disregard to the aesthetics of the rural mountain highway and the scenic qualities the Agency is charged to protect under the provisions of the State Scenic Road law. Everyone, including the VAOT, agreed that the Agency had not followed the procedures for modifications to a scenic road that are clearly outlined in the law. The project fell under jurisdiction of the District Environmental Commission #9 (Act 250) which ultimately issued an amended Land Use Permit requiring project mitigation activities for the roadside pullouts and plantings, as well as replacement of 7,600 linear feet of steel beam guardrail with a less intrusive type. A great deal of controversy again arose from the District Commission's permit conditions requiring the guardrail replacement, raising questions about the constructive use of public funds. .
The process to develop a Corridor Management Plan (CMP) for the RFMD addressed a broad range of options and management decisions ranging from strict highway maintenance practices to the development of tourism opportunities and enhancement of the intrinsic qualities of the corridor. Consensus was met by the participants that the purpose of the CMP is to balance the needs of a utilitarian highway while protecting its scenic qualities. This agreement was based on the recognition that the highway serves an important role within the region as a functional highway, linking eastern and western Vermont, and comes with demands for public safety and traffic efficiency. Equally important to the participants was the appreciation and concern to protect the essential character of the roadway, described as a rustic, rural mountain highway. A drive along the corridor provides the user with a variety of experiences ranging from expansive vistas, dramatic river gorges and steep rock outcroppings to pastoral meadows, and small mountain communities. The resulting CMP reflects the clarification of management and maintenance practices of the roadway by VAOT, as identified in the legislation for the scenic road designation, complemented by the more contemporary considerations brought by the nationally initiated scenic byway planning efforts for protecting and enhancing the intrinsic qualities of a roadway.
Hancock, Ripton and Middlebury, Vermont page 2 Middlebury Gap Scenic H:ig~way Corridor Management Plan 2 December, 1996
History of the Corridor Vermont Route 125 was originally established in 1808 as a stage road, built to promote commerce over the mountains. Known in the early days as "Center Turnpike" it linked the growing communities of Woodstock and Middlebury. The improvements to the transponation infrastructure was a boost to the villages known as Hancock, Ripton and East Middlebury, which had economies derived from the natural resources: agriculture, logging, milling and woodworking. Today, the these communities remain much the same, the residents of Ripton and Hancock are quite proud of the their heritage and connection to the working landscape. A visitor to the area is left with the impression of healthy mountain communities that respect the independence of the residents, yet are bound together in times of need and for the common good. All three of the communities have been recognized for their historic integrity, and have been designated as historic districts by the Vermont Division for Historic Preservation. In many cases the simple and functional flavor of the buildings are accentuated with details and trimming that was custom to the area, and within each village, there are numerous buildings that are historically significant. The Town of Ripton designated its own Village Historic District in March 1995.
Hancock Hancock village was established at the intersection of the Hancock Branch and the West Branch of the 'Y/hite River in the White River Valley. The present day Vermont Route 100, which passes through the village, was an early nonh south highway which was established to link the valleys of the Tweed, White and Mad Rivers. Early settlers engaged in agriculture on the fenile valley soils, and logging on the steep forested slopes. Because of Hancock's location on the White River and position at a prominent intersection of Vermont Routes 100 and 125, the town also grew to have a corrunercial and "traveler'" economy as well.
The Hancock Hotel, at the corner of Routes 100 and 125, has been in continuous use asa hostelry since at least 1814, when Charles Church established the central point of his stage operations between Middlebury, Royalton, and Montpelier. The village's prosperity after the Civil War as a woodworking center is evident from its concentration of
Hancock, Ripton and Middlebury, Vermont page 3 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996
Italianate and Queen Anne style houses. The Town continues its long history as home to sawmills and wood products industries. In addition to the Hancock Hotel, there are a number of other important buildings along Route 125 including the town hall, library, store, and a number of private residences. Many of the houses were influenced by the tradition of "continuous" bighouse lirtlehouse-backhouse-barn type of architecture common to the eastern, but not western portions of Vermont.
Along Route 125, agriculture and logging played prominent roles in the use of the road and in the local economy. Most of the hillsides were heavily logged through the 1930's, supporting sawmills and charcoal kilns, some of which are still evident today. Between 1900 and 1933 railroad service to Rochester, several miles to the south, allowed products to be transported to markets in southern and eastern Vermont.
Ripton The origins of Ripton village can be traced to the re-routing of the Center Turnpike in 1825 from its original hillside location to the approximate location of today's Route 125. The village contains a wealth of mid-nineteenth century vernacular structures common to Vermont hill towns; and is also the site of the late Federal Style Daniel Chipman House, constructed by the notable Vermont biographer and politician upon his retirement from public life in 1828. The village is also distinguished by an outstanding grouping of public buildings at its center. The Community House, former elementary school, and Methodist Church are prominently located, and serve as a visual anchor to the winding one-street village.
There are historical references to lumber and sawmill activity, however the only visible remains of this heritage are rnill foundations to the nonh of the Robert Frost Bridge. l'-Jufilerous other historic structures are located in the town, including the Breaellaaf Campus of Middlebury College, built originally by Joseph Bartell as a resort, and then donated to the college. The buildings were built along Route 125, at that time a quiet lane of travel to the resort. The original buildings from Battell's time are painted yellow, and more recent buildings are painted white.
East Middlebury The architecture and village plan of East Middlebury reflect the community's role as an early center of transportation and wood milling. Norman Tupper, a village resident, invented the first practical machinery for manufacturing door and window sash, and also developed the circular saw. Evidence of this village'S woodworking heritage can be seen in the detailed porch support and window framing details that are not commonly found in other area villages of comparable size in the region.
The village historic district begins at the Sand Hill Bridge, a concrete arch structure which spans the Middlebury River, just west of the designated scenic road. It continues to parallel the river for almost a mile along the village's one principal street, and terminates at the triangular intersection of Routes 7,116 and 125.
The Robert Frost Memorial Drive
In 1973, the State of Vermont officially recognized the locally popular common name, Robert Frost Memorial Drive (RFMD) for the recognition and promotion of the Route 125 roadway from East Middlebury to Hancock. The official naming of the roadway was the result of a locally driven initiative, led by Ripton resident Les Noble, and supported by the Towns of Middlebury, Ripton and Hancock, as well as the Rotary Club and the Middlebury Chamber of Commerce. The intent of the
Hancock, Ripton and Middlebury, Vermont page 4 Middlebury Gap Scenic Highway Corridor Ma..'1agement Plan 2 December, 1996 naming of the corridor was as a local promotion of the road for tourists, and resulted in the creation of a brochure describing the highway's assets and historic association to poet Robert Frost.
History of the Vermont Scenic Roads Program Vermont's scenic road program evolved from concern and activities for the protection of the "scenic" character of the landscape of Vermont that date back as early as 1937. The history of the Vermont Scenic Roads Program can be divided into four eras:
1) Pre-Scenery Preservation Council period from 1937 to 1965. Activity consists of early efforts at scenery preservation and highway management, including roadside signage control. 2) The early Scenery Preservation Council (SPC) era runs from 1966 to 1977, which included the establishment of the Council in 1966. It also includes passage of related legislation such as the billboard ban in 1968, Vermont Land Use and Development Law (Act 250) in 1970 and the bottle bill in 1971. This period also includes key reports that developed foundation material for the Scenic Roads Bill- with versions appearing as early as 1973. 3) The actual Scenic Roads Program was initiated in 1977 with passage of the Scenic Roads Law. This was followed by the draft field guide and maintenance standards as well as actual state scenic road designations in 1980. In 1981 the Scenery Preservation Council was disbanded due to lack of funding, resulting in very little scenic road interest or activity until 1988. 4) The period after 1988 has seen a resurgence of activity with 28 local scenic road segments
0'''' hn1" nr.. "''''Trr co1"")1"", co ..... "',.,; ...... l""";rr""',.,t-:,-. .... '" '\...-.;rtv"'y'" ,-1...... ",0;,; b...... a1".o,.,1~'-' ...... , ...... v ...... n ...... "' ...... 1...... r\"...lva...... ,u.s ...... "" ...... v ... J." • 'T''\...",.l...... 1...... "\,,.."''''~n:''' ...... 1..1...... L.I; Y\' d. .::> 1-'.1.~-~~·,·-,·--S u V .::> U.lJ. o'th-1 c:: Federal Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 spurred interest in scenic byway programs.
The Vermont State Comprehensive Outdoor Recreation Plan of 1973 included a number of specific recommendations that started to lay the groundwork for the 1977 scenic roads law, with the goal of protecting and restoring scenic roads for Vermonters and tourists. Specific recommendations include:
• Removal of the Scenery Preservation Council from the Central Planning Office to the Agency for Environmental Conservation. In doing this, expand members from seven to nine, and included the commissioner of Highways & Director of State Planning. It identified that the charge to the Council should include preparation, prescription and promulgation of standards for selecting, maintaining, and restoring scenic roads. • In developing these standards, it identified that: a) scenic quality should be the dominant factor in road maintenance and improvements b) there exists a basic incompatibility of highway speed with appreciation of scenic resources c) scenic road standards should include: construction, width, realignment, surface, planting of trees, speed designation, local significance and irreplaceable scenic factors d) there should be coordination with other recreation, aesthetic and conservation objectives e) procedures for designation of scenic roads should include recommendations by the Scenery Preservation Councilor Municipal Planning Commission. In 1974 the Ottauquechee Regional Planning and Development Commission sponsored the publication of The Vermont Bachoad. Prepared by Northeast Environmental Design, authored by Hancock, Ripton and Middlebury, Vermont page 5 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996
Robert Longfield, the manual provided a thorough guide for the protection, conservation and enhancement of the scenic qualities along Vermont's roads. Additional materials were prepared to supplement the book, including a tapel slides how and maintenance handbooks: Vennont Bachoad Erosion Control Handbook and Maintaining the Vennont Backroad.
The legislature passed the Scenic Road law in 1977 (Scenic Highway Law, Public Act No. 58 of 1977). In this law the Scenery Preservation Council was given new life as the body to advise and assist the State Planning Director with respect to the law. In addition, the State Transportation Board, in consultation with the Scenery Preservation Council, was identified as being responsible for standards, and criteria for variances, for highway construction and maintenance on scenic highways. The Law opens with:
"It is the policy of the state of Vennont to preserve through planning the scenic quality of its rural landscape, and enable municipalities to designate town scenic highways which may be improved in accordance with standards combining aesthetic and functional criteria. '
In Section 2 of the Law, the intent of the highway construction and maintenance standards is clearly identified:
"The standards shall include, but shall not be limited to, descriptions of techniques for construction, including roadside grading and planting-and preservation of intimate roadside environments as well as scenic outlooks. The standards shall further prescribe minimum width, alignment and suiface treatment with particular reference to the legislative findings of this act. The standards shall include methods of traffic control, such as signs, speed limits, signals and warnings, which shall not, within appropriate safety considerations, jeopardize the scenic or historic value ofsuch roads. These standards shall be revised as necessary taking into consideration increased weight, load and size ofvehicles making use ofscenic roads, such as, but not limited, to forest product vehicles, agribusiness vehicles and school buses. No provision of the scenic road law may deny necessary improvement to or maintenance ofscenic roads over which such vehicles must travel. Provisions of this chapter shall apply only within the highway right·o/way. "
The Scenery Preservation Council immediately drafted maintenance standards to be used in protecting designated scenic roads, drawing on the concepts presented in the 1973 State Comprehensive Outdoor Recreational Plan (SCO RP). These standards were recommended to the Transportation Board and adopted in 1978. A Draft Field Guide for designation was prepared and tested in 1978 and recommended to the Transportation Board and adopted in 1979. Two scenic road stretches were designated in 1980: Route 108 in Stowe and Cambridge and Route 125 in East Middlebury, Ripton and Hancock.
After this flurry of activity, funding disappeared in 1981 and some say leadership and funding caused the program to languish until recent time. This can be seen in the disappearance of scenic roads in the 1983·88 Vennont Comprehensive Outdoor Recreation Plan even though Bikeways, Roadside areas and turnoffs, and scenery preservation remain.
Renewed interest in scenic highways began in 1991 with the passage of ISTEA by the US Congress which provided funding for developing a statewide Scenic Byways Program and the 1992 Agency of Transportation's Policy Plan. The 1993 Vermont Recreation Plan once again referenced scenic resources and their role in "driving for pleasure" and the interdependence of scenic quality with quality of life and economic benefits in Vermont. By 1994 the Agency of Transportation's Act 200
Hancock, Ripton and :Middlebury, Vermont page 6 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996
Plan was completed and the governor had reactivated the Scenery Preservation Council which drafted a new mission statement marking a new era of activity.
The National and State Scenic Byways Programs The passage of the Intermodal Surface Transportation Efficiency Act (ISTEA) by the US Congress in 1991 provided for the National Scenic Byways Program. The intent of the Scenic Byways Program is "to identify, designate, and promote scenic byways and to protect and enhance the recreational, scenic, historic, and cultural qualities of the areas through which these byways pass." ISTEA funding has been supporting efforts across the country to develop byway programs and management plans, to make roadside improvements, and to produce interpretive and promotional materials to make the traveling public aware of these roadside resources. Throughout the country state scenic byways programs have been adopted to enhance the nation's scenic byways in a number of ways, including corridor maintenance, safety improvements, intermodal use, recreational enhancement, historical preservation, and development of tourist amenities to serve the corridor. In 1992, Vermont received federal funding under this program to develop a Vermont Byway Program. The process to develop the program is well underway and has utilized an approach that focuses scenic byway designation and corridor planning at the local level.
The federal program is noteworthy as it is an acknowledgment by Congress that there is a direct connection between transportation planning/ development and economic development, particularly for tourism. For the first time, "driving for pleasure" was formally recognized as an important component of the nation's tourism and recreation economics. It should also be noted that although highway maintenance is a consideration of the program, the intent of the Byway program is oriented to unifying the activities outside of the highway right-of-v.ray! ideally in cooperative ventures or public-private partnerships, to protect, enhance, and! or promote the intrinsic qualities of the byway for economic development, primarily related to tourism and recreation.
Vermont Scenic Road Designation of Route 125 The Middlebury Cap Scenic Highway is a 14.4 mile section of Vermont Route 125 between Hancock and East Middlebury, VT (see Figure 1). The western boundary is at a point 500 feet east of the Sand Hill bridge over the Middlebury River, the eastern boundary is the intersection with VT Route 100, with 1.4 miles in the Town of Middlebury, 5.8 in the Town of Ripton and 7.2 in the Town of Hancock. The state right-of-way (ROW) for the highway varies along its length although generally it is 3 rods (49.5') wide in Middlebury and Ripton and 4 rods (66') wide through Hancock. The road serves as an important highway route between the White River Valley/Route 100 corridor and the central Champlain Valley/US Route 7 corridor, and provides access to recreational areas and public lands.
Recognition of the Robert Frost Memorial Drive as a potential state scenic road dates back to the 1973 SCORP and state planning documents prepared between 1963 and 1973. Shortly after the 1977 Scenic Highway Law was passed, Route 125 over Middlebury Cap was nominated as State Scenic Highway due to its established identity as the RFMD, rich scenic resources, and long stretches of roadway that were bordered by public land managed by the U. S. Forest Service. The designation was endorsed by residents and public officials of the towns of Hancock, Ripton, and Middlebury. The following is an excerpt from the Scenic Highway Nomination form, and describes the special features of the road that led to its designation:
Hancock, Ripton and Middlebury, Vermont page 7 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996
"The Scenery Preservation Council's recommendation is (that) a section 0/ road (VT 125) that contains the complete experience 0/ traveling through the Middlebury Gap (be designated as a scenic highway)' It includes the climbing approach, the passage through the Gap, and the descent. In its entirety, this seCtion 0/ road presents great, contrasting experiences. The whole is more than the sum 0/ the parts. From the West, the traveler leaves the very pleasant village 0/ East Middlebury and travels through winding, climbing and descending road along the Middlebury River be/ore reaching the village o/Ripton. He or she then passes through the more/orested, steep terrain before emerging at the Breadloa/ Campus 0/ Middlebury College with its well·groomed buildings and grounds and vast panoramas that form its setting. The road then proceeds uphill, past the Middlebury Snow Bowl, through the Gap, past the Long Trail and descends into an ever widening stream valley containing/arms and homes (to Hancock Village and Route 100). The diversity 0/ the entire trip is the thing that makes this road exceptional, not any single item or section 0/ the road. There/ore, the Council recommends that this be designated as a State Scenic Road in its complete length. " The general references for roadside maintenance prepared by the State of Vermont Transportation Board and the techniques and recommendations in the booklet, The Vennont Backroad were intended to guide the maintenance of the highway. However, the description of the road's physical conditions, and the recording of the specific criteria responsible for the designation was never completed, due to a decline in funding and loss of interest in the program. Also, there was no longer an active entity to oversee the management of the corridor. Specific roadway maintenance practices were never detailed.
It is very important to note that the Vermont State Scenic Road program was specifically developed to manage state or town-owned roads, in an effort to protect scenic resources along the roadway, held binding only on the management and maintenance of the roadway within the public right-of way. The Law specifically identifies that although private lands along the roadway may contain scenic elements, they are unrestricted by the law. A management plan for the designated State Scenic Road portion of Vermont Route 125, also known as the Robert Frost Memorial Drive, must meet the requirements and standards set in the Scenic Road Law of 1977. Although the State has initiated work to establish a State Scenic Byway Program, any connection with the Federal and proposed Vermont Scenic Byway programs is supplementary to the requirements set in the Scenic Road law.
Maintenance of the Scenic Road corridor The conflicts from attempting to maintain a scenic road without clear direction provided in a corridor management plan was realized in the summer of 1994 when the Vermont Agency of Transportation (V AOT) undertook "preventative maintenance" improvements of the roadway without following the procedures outlined in the Scenic Road Law and maintenance guidelines developed by the State Transportation Board. Reaction to the highway improvements were mixed, many people considered the improvements necessary for the level of service and safety required by the users of the road; while others felt that the improvements were made with gross disregard to the aesthetics of the rural mountain highway and the scenic qualities the Agency is charged to protect under the provisions of the State Scenic Road Law. Everyone, including the VAOT, agreed that the Agency had not followed the procedures for modifications to a scenic road that are clearly outlined in the law. The project fell under jurisdiction of the District Environmental Commission #9 (Act 250) which ultimately issued an amended Land Use Permit requiring project mitigation activities for the roadside pullouts and plantings, as well as replacement of 7,600 linear feet of steel beam guardrail. A great deal of controversy has arisen from the Act 250 permit conditions requiring the guardrail replacement, raising questions about the constructive use of public funds.
Hancock, Ripton and Middlebury, Vermont page 8 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996
Development of a Corridor Management Plan for the Robert Frost Memorial Drive Funding and Administration The Vermont Agency of Transportation (II AOT) received funding from the Federal Highway Administration (FHWA) to complete a Corridor Management Plan for Vermont Route 125 through the Federal Scenic Byway program. The VAOT contracted with the Two Rivers-Ottauquechee Regional Commission (TRORC) and the Addison County Regional Planning Commission (ACRPC) to prepare the plan. Assisting the planning agencies in this effort was a consulting team led by DeLeuw Cather and Co., Transportation Planners and Engineers, and including, Robert White and Julie Campoli, Landscape Architects; Jeffrey Parsons, Biologist; and Elizabeth Humstone, Planner.
The purpose of the Middlebury Gap Scenic Corridor Management Plan Process was to:
• Bring together varied jurisdictions and interests. • Describe common problems and needs within the Scenic Corridor. • Establish a common base of information for future decision making. • Define important resources and features within the Scenic Corridor. • Establish a common vision and set of management strategies for the Scenic Corridor. • Establish an ongoing relationship between the VAOT, the GMNF, the towns, and landowners along the corridor for future protection and management. • Provide a comprehensive vision for the future of the corridor through which coordination, protection, economic and funding opportunities could be pursued.
The Project Steering Committee The process to develop a Corridor Management Plan was guided by a Steering Committee comprised of representatives of the towns of Hancock, Ripton and Middlebury; Middlebury College, the Green Mountain National Forest, the Moosalamoo Ecotourism Partnership, individual property owners abutting the corridor and representatives of interested groups. The Steering Committee met on 6 occasions through the project. The public was also notified of steering committee meetings and all meetings were well-attended by 25-40 people each time. Additional public input was received through a survey of corridor users, three public meetings, and five newsletters. There were additional meetings with town boards, agencies, and stakeholders along the corridor. Two discussion groups focusing on the economic issues in the corridor included owners of stores, Bed & Breakfasts, the Middlebury Snow Bowl and Breadloaf Campus, forest products transporters, trucking companies and natural resource products businesses.
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Land Use The landscape of the corridor has been influenced by historic settlement patterns of individual homes and villages, as well as the continuous activity from timber harvesting, agriculture, recreation and working of the natural resources. Public input to the Corridor Management Plan process and review of the Hancock, Ripton and Middlebury Town Plans indicates a desire to preserve each community's village life and a natural resource economy, and not to promote major changes in land use and development.
Public land: Green Mountain National Forest Much of the land along Route 125 is part of The Green Mountain National Forest (GMNF). Land in the GMNF is managed for multiple-uses, such as timber production, recreation and wilderness management. The GMNF prepares an official "Forest Plan" every 20 years. This plan delineates management areas based on the topography, the resources available, and public consultation; and describes their management priorities. The plan also describes many management practices that are used by USFS for roadways, recreation areas, historic resources, and the fish and wildlife resources for the entire corridor. The USFS is currently preparing a new 20-year plan which may re-classify some of the management areas,
Private land There are numerous private owners of property that abut the Route 125 Scenic Highway. Uses on these lands include primary residences, vacation homes, summer camps, businesses and productive tlffiuefJ..anas., h 1 1 "}.lVllua..eoury If' J 11 1 ,-"ouege,r 11 tneI' slngle 1 1largest pnvate'1' ian' d owner along1 'Lne -1 corn'd Of, owns several large parcels of land in Ripton and Hancock. The Breadloaf Campus is used for the Breadloaf School of English and the Breadloaf Writers Conference in the summer months. The site is also used during the winter for cross-country skiing at the Rikert Ski Touring Center. Buildings and residences may be used throughout the year for College visitors and staff. Further east, near the summit of the highway, is the location of Middlebury College Snow Bowl Ski Area. The college also owns a long stretch of land parallel to Route 125 in the gorge area of Ripton and Middlebury.
Public input to the project indicated a strong desire to respect the rights of individual property owners and to prevent the Corridor Management Plan from influencing decisions on the use or management of private land. The individual owners involved felt strongly that a mutual respect between local government and residents of the communities was the best way to manage private Interests.
Town Land Use Plans Each of the towns of Hancock, Ripton and Middlebury has adopted a Town Plan in accordance with Title 24, Chapter 117 of the Vermont State Statutes. In each of the town plans, there is a strong local desire to preserve the rural character of the communities, natural resources and small-scale village character. Route 125 is referred to, but little attention is paid to the need to protect the roadway's character that led to the "Scenic Highway" designation.
Natura! Resources The environmental and ecological conditions vary along the Route 125 corridor from the agricultural valley and village areas near Route 7, to the wild forested mountainous terrain of Middlebury Gap,
Hancock, Ripton and Middlebury, Vermont page 10 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 to the steep valleys of the tributaries of the White River Valley in Hancock. The landscape reflects the historically changing land uses of the region.
Forest Communities The study corridor runs through and serves a region of the state that is predominantly forest land, comprising a major part of the "working landscape". Along the corridor, the hardwood forest communities range from stands of young even-aged saplings that are invading what were once agricultural fields, to older forests with trees of many age classes and well-developed forest canopies. The majority of the forested land along the Route 125 corridor consists of northern hardwood forest comprised of sugar maple, yellow birch, and American beech which dominate the low-moderate sloped, well-drained loamy soils in the upper elevations. Ferns, shrubs and.wildflowers grow in the understory. Along the lower elevations of the corridor, where the road parallels the South Branch of the Middlebury River or the Hancock Branch of the White River, the streamside forests are the present, where Eastern Hemlock is typically the dominant tree mixed with red spruce, northern red oak, yellow birch, and other deciduous tree species. Other small forest communities are found along the corridor, often dominated by eastern white pine, red pine, red spruce, especially to the east of the Middlebury Gap.
Wetlands Werlands along the corridor can be found in the following areas/types:
• the Robert Frost Interpretive Trail wetland • the wetland at the junction of Route 125 and USFS 67 South • several small, narrow wetlands associated with streams • the wetland/reservoir in the village of Hancock.
These wetlands have the following important functions: maintaining high water quality, providing storage for flood waters, providing wildlife and bird habitat, aesthetics, and recreational use and enjoyment. Wildlife of the wetlands probably include: moose, white-tailed deer, migratory waterfowl and shorebirds, muskrat, beaver, mink, and possibly the river otter, red fox, snowshoe hare, and small mammals.
Streams and Rivers The Middlebury Gap is a natural divide between the South Branch Middlebury River draining into Otter Creek to the west, and the Robbins Branch and Hancock Branch which drain into the White River. These streams and rivers parallel the road corridor for much of the length of the scenic highway, with numerous smaller tributaries which cross under Route 125 in many places.
The South Branch of the Middlebury River begins as a high energy, rocky, narrow stream tumbling down out of the Green Mountain National Forest. In the higher stream reaches, there is a good forest buffer along most of the stream length. However along several sections in the lower stretches of the river, the stream bank forest has been cleared, which impacts the river ecology by reducing the woody debris on the stream bottom, which is important habitat for the insects which provide food for resident fish.
The Robbins Branch is a headwaters stream that parallels Route 125 in the upper reaches of the eastern side of the gap. The Hancock Branch begins in the mountains to the north of the scenic corridor and joins the Robbins Branch below Texas Falls and thereafter the corridor stream is called the Hancock Branch. Both of these streams are tributaries of the White River. The Robbins Branch
Hancock, Ripton and Middlebury, Vermont page 11 Middlebury Gap Scentc Htghway Corridor Management Plan 2 December, 1996 stream corridor has forest cover along most of its length. There are sections of the Hancock Branch, each several hundred feet long, without streambank forest cover on at least one side of the stream.
Fish Habitat The South Branch Middlebury River is primarily a brook trout fishery, with active stocking by the Vermont Fish and Wildlife Department. Anglers have also caught brown trout in the river. National Forest Service personnel report that the natural reproduction of brook trout is good, and that there is high quality, clear spawning habitat. The Robbins and Hancock Branches have a more diverse fishery, including the native brook trout, brown (rout, rainbow trout, and Atlantic salmon. The streams are part of a salmon restoration in the White River Watershed. The overall quality of the fishery habitat appears to be limited by inadequate in-stream pools and cover, and some spawning gravel embeddedness problems, especially for Brown Trout.
Wildlife Habitat The northern hardwood forests are home to a wide variety of animal species. Black bear, moose, white-tailed deer, red fox, eastern coyote, bobcat, fisher, weasels, raccoon, porcupine, mice, snowshoe hares, shrews, moles and voles inhabi( the forest. Many songbirds, game birds such as the ruffed grouse, owls, and forest hawks frequent the forest and its roadside edge. Common birds in the forest include: ovenbird, red-eyed vireo, black-capped chickadee, wood thrush, white-breasted nuthatch, white-throated sparrow, and several warblers. Amphibians and reptiles can be found in the forest along streams, in wetlands and in ephemeral (non-permanent) pools.
For species that are wary of humans and their cars, the road can disrupt normal wildlife activity and movement. Traffic volume along the roadway is high enough that animals such as bobcats, black bear and the fisher vlill generally not have hOITle ranges that intersect with Route 125, encounters with these wildland species is with young animals crossing the road in search of new territory.
However, other species, such as the raccoon, are not bothered by the roadway, in fact the road serves as an east-west travel corridor, with wildlife tracks, including red squirrel, fisher, red fox, and coyote, observed within 200-300 feet and parallel to Route 125. The transition of lands from open fields to forest has changed the habitat along the roadway, which is the major determining factor for the presence, or absence, of wildlife in an area. Of particular note is the increase in habitat for moose, which is reflected in the increase in their population, especially in the area near the Breadloaf campus. Although distant sightings of moose are a treat to motorists, vehicular accidents involving moose (and to a lesser extent, deer) can be very serious.
According to the State of Vermont Nongame and Natural Heritage Program there are no reported or known rare, threatened, or endangered species, or unique natural communities within the immediate road right-of-way area, although the Heritage Program has not assessed the significance of the extensive hemlock forests that flank portions of the corridor.
Historic Sites and Archaeological Resources The corridor is rich in historic and archaeological resources, as described above in the histories of the towns and their village centers. The following historic sites also significantly contribute to the corridors scenic resources.
The Robert Frost Wayside The Robert Frost Wayside serves primarily as a roadside picnic area, with parking, picnic tables, a toilet and a kiosk with cultural information about the poet. Robert Frost spent many summers in a
Hancock, Ripton and Middlebury, Vermont page 12 Midcilebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 cabin near the Wayside, and taught at the Middlebury College Breadloaf Campus. On the south side of Route 125, across from the wayside, is the Robert Frost Interpretive Trail. These trails have plaques with poems by Robert Frost to stop and read as visitors make their way along the path. Both these sites are owned and maintained by the US Forest Service.
Cemeteries '/Is long as the grass grows and the water flows this plot ofland shall be a cemetery" were the words of Jabez Maxham, when he laid out the cemetery in about 1835, located on the north side of Route 125 in Hancock. Two or three of his daughters were first interred here, the victims of a diphtheria epidemic. In about 1840, Maxham planted a pine tree between his cellar hole and spring, following the customs of the times, which was to celebrate a special event, such as the birth of a child. This tree is now reputed to be the oldest standing white pine in Vermont. By 1875, both Jabez and his wife were buried there.
There are two other cemeteries along Route 125, one in Ripton and one in Hancock.
Economic Activity Impacts to the corridor from economic activity are not driven by the activities within the corridor itself, as much as by the activities of the regions it connects. This rural, scenic road is of significant importance to the regional economy as a critical east-west link for commuters, loggers, lumber mills, freight haulers, and others. The corridor provides access to the forest lands and many businesses in the White River Valley rely on Route 125 over Middlebury Gap for their deliveries.
'd' . .. . d Th R i -, .~. ~'U - - Th~ e corn or 1$ not corr...... rnerClally onente . .. e .1.'\.oute .1.1../ cornU.or IS u.luerent trom many other scenic corridors around the country due to its rural landscape and lack of formal, high volume tourist facilities, such as visitors centers, major historic sites, amusement parks, or large restaurants. There has been no promotion of the corridor for economic development. It is a quiet place offering a glimpse of rural life - villages; forests; pastoral landscapes; a few relics of the past; and places to fish, hunt, and walk.
Much of the economic activity in the corridor is recreation-related, as visitors are drawn to the corridor by opportunities for pleasure driving, skiing, hiking, bicycling, snowmobiling, hunting and fishing. The Addison County Chamber of Commerce receives a growing number of requests for information along the corridor for the Robert Frost Wayside, the Robert Frost Cabin, interpretive trails, hiking trails, and downhill and cross-countty skiing. Many local business owners noted that visitors enjoying these recreation activities also patronize their businesses. In the winter, customers of local stores include cross-country skiers throughout the day, downhill skiers at the end of the day, and snowmobilers looking for gas. In other seasons, hunters, bicyclists, and people just driving through are likely to stop.
Existing Businesses on the Corridor The types of economic activities that occur along the corridor today are compatible with maintaining the scenic qualities of Route 125. Stores and the lodging establishments are located in either Ripton Village or Hancock Village. Many of these activities serve the traveling public, such as the Hancock General Store, Hancock Hotel (a hotel, bakery, restaurant and store), Ripton Country Store, Chipman Inn, Middlebury Snow Bowl, Blueberry Hill, and Rikert's Skiing Touring Center. The Hancock Hotel and the Chipman Inn together offer 68 restaurant seats and 28 lodging beds. There are also enterprises that provide employment to people who work along the corridor, such as activity at the Breadloaf Campus, forestland management and timber harvesting. The largest enterprise along
Hancock, Ripton and Middlebury, Vermont page 13 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 the corridor is the Middlebury Snow Bowl is a relatively small, family-oriented ski area targeted to serve the College and local population.
Town-wide data available from the State of Vermont for 1994 shows that there are 17 businesses in Hancock employing 123 people and 7 businesses in Ripton employing 24 people. These statistics do not include data for self-employed, and is likely to exclude a number of cottage industries and home occupations that are along the corridor.
Middlebury College has tWO major facilities on the corridor, including the Breadloaf Campus, which is a summer facility, comprised of 26 buildings for housing and other facilities, supporting about 460 students of the Breadloaf School of English and the Breadloaf Writers' Conference. The Rikert's cross country ski center is also located on the campus property. The Middlebury Snow Bowl, which averages 50,000 skier-days a year, offers a base lodge with a 250 seat restaurant, lifts, trails, and snowmaking equipment, and they estimate that75% of their users come from the west, along Route 125.
Forest Resources and Timber Production Vermont's timber producers are contributors to a world-wide lumber market, which has a strong demand for the hardwoods that are grown in the region. Most of the forest lands adjacent to the highway, and the neighboring towns, are being managed for conservation (including sustainable timber harvesting), which by nature of the industry is a long-term commitment and practice. Much of these forest lands are the re-growth of the hillsides that were heavily cleared in the 1800's for timber or agricultural production. With the re-establishment of the forestlands, good forest management practices have been utilized over most of the lands, resulting in an age, size, and quality of timber that is anticipated to be maintained, and eVen increase in the foreseeable future. It is recognized by the steering committee that maintaining the working landscape means that timber will be harvested and transported along the corridor, providing an important contribution to the economic base of the region.
Seasonal Variations The economic activity along the corridor varies with the seasons, and often has a direct relationship to the traffic volumes through an area. The Route 125 corridor experiences higher average daily traffic (AUf) in the winter months than in the summer, coinciding with the preference of the route during difficult winter conditions and the ski activity at Middlebury Snow Bow1. Traffic along Route 100 in Hancock is in part generated by the ski areas to the north, such as Sugarbush. However, traffic volumes do not appear to directly relate to service business activity along the corridor. Peak activity at local service businesses occurs in the summer and fall months when people are out pleasure driving, hiking, fishing or hunting. In fact, the lowest weekday and weekend ADT occurs during the month of August; in fact one owner said that in August she does three times the business that she does in January.
The harvesting of timber products occurs to some degree throughout the year, but peaks during the winter and summer months when loggers are not hampered by mud and adverse working conditions. The spring thaw cycle closes many local roads to log trucks, which restricts the activities of many loggers.
Moosalamoo Ecotourism Partnership The Moosalamoo Ecotourism Partnership is an organization of private and public partners who work together to organize and promote recreational use of an area adjacent to the corridor. Moosalamoo is an example of "ecotourism)', where environmental stewardship, tourism, and economic development are integrated. The project has resulted in a very popular program which has
Hancock, Ripton and Middlebury, Vermont page 14 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 resulted in increased visitation to the area where other less - promoted areas of the state and region have seen reduced levels of tourism and economic return. The Moosalamoo partners include: Green Mountain National Forest, Middlebury College, Blueberry Hill Inn, Kamperville Campground, Keewaydin Camp, Otter Creek Audubon, Vermont Association of Snow Travelers (VAST), Vermont Ecology Tours, Vermont Institute of Natural Science, Vermont Ski museum, Addison County Chamber of Commerce, Branbury State Park, Brandon Area Chamber of Commerce, The Catamount Trail, Central Vermont Public Service, Chipman Inn, Churchill House Inn, Country Inns along the Trail, and the Green Mountain Club.
Recreation activities in the Corridor Recreational activities along the Route 125 consist mainly of outdoor and mountain sports such as hiking, cross-country skiing, alpine skiing, hunting and snowmobiling. The roadway itself is used for bicycling, walking and occasional in-line skating. The following section describes the existing recreational activities in the corridor, as well as the results of the recreational component of the corridor user survey that was completed for the project.
Recreational User Survey The survey was conducted in early October, 1995, during bow hunting season, confirming that hiking and hunting are the predominant extra-vehicular activities in the Gap during that time of year. The survey results and comments indicate a strong desire on the part of the traveling public to preserve the area. More than one-third of the travelers surveyed learned about the area by an organization or publication, and approximately the same number indicated that this was their first trip to the area. The average time spent exploring or in the area is about 2.7 hours.
Bicycle Touring The Route 125 corridor is traveled primarily by experienced bicyclists. Due to the steepness of grade and the minimal shoulders in some sections, the route is not currently used by most commercial bicycle touring groups. One tour company said they would never route cyclists along Route 125 due to the topography. Another group said that they occasionally route the most experienced cyclists onto Route 125 as an optional route. The steep, difficult terrain was the reason for not using Route 125, rather than the lack of shoulders or narrow road width.
Swimming Many local residents swim in the Middlebury River. Swimmers typically park in one of the pullouts along the highway in the gorge area, and hike down the slopes to the river. Under the Sand Hill Bridge is a locally popular swimming hole that is considered one of the best along the river. Residents are concerned that the reconstruction of the bridge may disturb the swimming hole and eliminate parking.
Green Mountain National Forest Recreation Management The National Forest manages many areas of the Green Mountain National Forest for Recreation. Hiking, hunting, fishing and camping are the most common activities.
Breadloaf Wilderness Area A portion of the Green Mountain National Forest is a designated Federal Wilderness area, which is specifically managed to exclude human interventions in order to allow the area reach its natural state of equilibrium. Trees are neither managed nor cut for timber, there are no roads, and mechanized vehicles are not allowed within the wilderness bounds, although the Long Trail passes through a portion of the Breadloaf Wilderness, and hiking is not restricted.
Hancock, Ripton and Middlebury, Vermont page 15 Middlebury Gap Scenic Highway Corridor Management Pla.n 2 December, 1996
Hiking The Long Trail, a nationally known trail and part of the Appalachian Trail system that runs along the east coast of the US, crosses the corridor at the Middlebury Gap. Based on the number of hikers traveling north on the Long Trail who voluntarily signed the register at Middlebury Gap, hiking is a growing recreational activity. Between 1985 and 1994, the registered hikers grew from 805 to 1,235, or 53.4%. A peak in hiking activity occurred in 1991 when 1,643 hikers registered. Most (62%) of the hikers are out for day trips. Another 9% are on overnight trips, and 29% are out for more than one night.
There are many hiking trails accessible from Route 125. These trails are mostly on Green Mountain National Forest Land. However, some traverse private property with the permission of the individual landowners. Trails in the area ranges from short and easy walks (such as the Robert Frost Interpretive Trail) to longer, steeper and more difficult hikes (such as the Long Trail).
Hunting and Fishing People use the corridor for access to hunting and fishing. Very little land is posted to restrict hunting and fishing activities. Fishing occurs along the Middlebury River in the Gorge and on the Robbins Branch, as well as on US Forest Service land. Private landowners have indicated that people cross their property for access to the river for fishing as well.
The Highway: Vermont Route 125 Vermont Route 125 is utilized for both local trips and longer distance travel between the major state· arterial highways, Vermont Route 100 and US Route 7. The road is one of a few that cross the Green Mountains in central Vermont, and its "easier" grades and generaliy preferable winter weather conditions makes it often the route of choice, rather than Appalachian Gap (VT 17), Lincoln Gap, or Brandon Gap (VT 73). The road is especially important for transporting forest products from lands not only adjacent to the highway, but from as far away as the Northeast Kingdom to the large mills in Bristol, smaller mills throughout the Champlain Valley, and the International Paper Company in Ticonderoga, :NY. It was perceived by some participants of the project that there has been an increase in freight trucking along the corridor. Although it was not substantiated by recent traffic data, it is unclear whether an increase could be the result of improved roadway conditions, or a reflection of an improved economy within the state and a shift in distribution demands within the regIOn.
Traffic Data Sources The traffic data and information utilized for this project was provided by the VAOT. In addition, an origin-destination survey was conducted during October 1995, to gather more information about issues and concerns of the highway's users.
Surveys were done both on a weekend day during foliage season, and during a fall weekday.
• Saturday, October 7 , 1995 Columbus Day Weekend • Tuesday, October 24, 1995 These dates were chosen to get a representative sample of commuters and tourists using the Scenic Highway. Vehicles were pulled over and drivers were asked to complete a questionnaire. The weekend survey contained 32 questions that focused more on recreational use, and the Tuesday survey had only 7 questions. The questions addressed the drivers' origin, destination, purpose of trip, and other questions were posed, while the number of adults and children, license plate and mode of transportation was noted by observation.
Hancock, Ripton and Middlebury, Vermont page 16 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996
On the weekend survey data, eighty-three percent (83%) of trips started or ended in Vermont, and half of these were from the local area. Fifty-three percent (53%) of the travelers did not travel Route 125 for recreational purposes, while 20% were sight-seeing (note that it was foliage season). The majority of travelers found the trip to be safe and were able to drive at an efficient speed.
The weekday survey sampled a large number of commuters, and reflected a different group of users. Eighty-seven percent (87%) of the trips originated in Vermont, with 23% coming from Middlebury and 40% going to Middlebury, confirming that Route 125 is an important commuter route for the area. There were also some travelers who used the road for recreational purposes on this weekday.
Existing traffic patterns and uses: The traffic volumes on Route 125 vary significantly along its length, with the highest volumes between Ripton and Middlebury. Table 1 lists the average annual daily traffic (AADT) at each location counted by the VAOT.
Table 1: Traffic Volumes on the Route 125 Corridor 1992 Traffic (vehicles Estimated 1995 Traffic ATR Station Location per day) (vpd) AlSO 1 mile east of Sand Hill Bridge 2,110 2,237 A1SI 1/2 mile east of Gap and Long Trail head 1,010 1,111 A1S2 112 mile west of Route 100 intersection 1,310 1,336
Traffic volumes vary over the course of the day, and with the seasons and patterns are quite different on weekdays and weekends. On weekdays, volumes peak between 7 and 9 a.m. and between 3 and 5 p.m. from commuting traffic. Weekend volumes increase steadily during the day, and peak in the afternoon. Traffic volumes vary significantly by season, influenced by traffic from the Middlebury Snow Bowl, Breadloaf School, foliage season traffic, weather conditions, hunting and fishing seasons, and other regional/statewide events in the Champlaln Valley, Middlebury and Rutland.
Traffic volumes are currently well below that which could cause congestion, and they are likely to remain so well into the future. The road's operation is affected by the topography in some sections, with steep grades and its narrow, winding nature. These conditions will intimidate some motorists and cause truckers to slow down as they negotiate the steep grades and sharp turns. The narrow and steep sections of the road have very limited opportunities to pass.
Accidents and safety issues There are no sections of Route 125 that are considered "high accident locations" by the VAOT. However, several sections of the road have high accident rates, including the vicinity of the Sand Hill Bridge, and a curved section in the gorge area known as "Barney's Curve". Accidents are often related to icy, slippery road conditions. There is not adequate data available at this time to determine if the recent alterations to the road in Ripton and Middlebury have reduced accident frequency in the gorge area. Although the road's curves were not substantially altered, it is anticipated that the new guardrail will reduce the severity of accidents, keeping cars out of the deep gorge and river.
The approach to the Sand Hill bridge at the East Middlebury end of the scenic highway is the site of frequent accidents, including two fatalities in recent years, both involving trucks. The approach geometry of the bridge is difficult, as traveling west, there is a steep grade followed by a sharp curve onto the bridge. The bridge itself also poses a hazard, which is quite narrow, and Cannot allow two trucks to pass each other. The bridge's railings and the road's curveS block views of oncoming traffic. The bridge has been proposed for replacement for almost 20 years, and is currently listed as the
Hancock, Ripton and Middlebury, Vermont page 17 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996
second priority on the Addison County Regional Transportation Improvement Plan (TIP) and is included on the State Transportation Improvement Plan (STIP), a prerequisite for state action. The project's location on the STIP should initiate the VAOT project scoping process by 1998. Many issues related to the bridge replacement, including impacts on natural, historic and recreational sites; aesthetics; and concern about increased traffic speeds through East Middlebury have not yet been resolved, preventing this project from moving forward. Sensitive design and engineering, and a high level of communication between VAOT and local residents will be needed to advance this project.
The posted speed limit on Route 125 is 50 mph, which is typical for rural state highways in Vermont. However, on some sections of Route 125, the steep, winding nature of the roadway reduces travel speeds to between 20 and 40 mph. The VAOT marks features in the road which require reduced speeds with warning signs. The speed limit is reduced in the village areas, and seasonally in the vicinity of Breadloaf Campus. These speed limits are perceived to be frequently exceeded, despite ongoing speed enforcement efforts in Ripton.
Vehicle use types and issues According to a 1992 automatic traffic recorder (ATR) data by the VAOT, 82% of the traffic volume on Route 125 through Middlebury Gap is passenger cars. The study also shows that 14% of the traffic is light trucks (trucks with two axles). Heavy trucks (trucks with three or more axles) account for 3.2%, many of these trucks are hauling timber to local mills and to New York State, and are likely to be a higher volume during the summer and winter seasons when logging operations are more active. Motorcycles make up the remaining 1/2 to 1% of the traffic.
Table 2 compares the truck traffic counted on Route 125 with other nearby highways that cross the Green 11ountains.
Table 2: Truck Use on East-West Corridors near lYfiddlebury Gap Road Town Year Average Daily % Heavy Trucks per day Traffic Trucks Lincoln Gap Lincoln 1991 1,670 3.27 55 Vermont 73 Brandon 1994 1,420 5.77 82 Vermont 17 Fayston 1992 3,880 2.60 101 Vermont 125 (E.) Middlebury 1992 2,110 3.20 68
Bridges There are three bridges along the length of the Route 125 scenic corridor, and one just outside the scenic corridor boundary in Middlebury. Table 3 summarizes some relevant information about them.
Table 3: Bridges on the Route 125 Scenic Corridor Structural Service Essential Sufficiency year Rating Rating Rating Rating Town Bridge # Local Name constructed I (out of 55) (out of35) (out of 15) Iiout of 100) Middlebury 13 Sand Hill Bridge 1924 45.0 6.0 3.4 54.3 Ripton 14 Robert Frost Memorial Bridge 1978 55.0 29.0 8.0 91.9 Ripton 15 BridO"e of Flowers 1928 52.8 7.0 11.0 70.7 Hancock 23 (crosses Hancock Branch) 1957 49.9 27.0 .. 11.9 85.7 Table 3 shows the bndge sufflClency ratmgs for these bndges. The overall ratmg (m the nght-most column) is a sum of the previous three columns. The Structural rating indicates the bridge's structural condition, and has a maximum of 55 points. The Service rating has a maximum of 35 points, and attempts to measure how well the bridge functions for the vehicular traffic that uses the
Hancock, Ripton and Middlebury, Vermont page 18 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 bridge, and considers issues such as the bridge's width and the alignment of the road approaching the bridges. The essential rating tries to indicate how important the bridge is (i.e. is there a potential alternate route on other state or local roads?), and the lower the SCOre indicates that the bridge is more essential.
The data above shows that clearly the Sand Hill Bridge has the lowest sufficiency rating of the bridges along the corridor, although it is judged to have more problems in the "service" category than actual structural problems. The other bridges have relatively high ratings. The Bridge of Flowers will obviously be the next candidate for work, although it's rating shows that structurally it is in very good shape, especially considering its age. Given the low incidence of accidents at this bridge, and the town's affection for the bridge, rehabilitation should be undertaken, rather than a replacement.
The lack of sidewalks for pedestrians on both the Sand Hill and Bridge of Flowers is a safety issue. Some Ripton residents indicated an interest that either a sidewalk on one side or a detached pedestrian bridge would be an acceptable addition to the existing Bridge of Flowers.
The "Robert Frost Memorial Bridge" historically formed the gateway to the village of Ripton from the west. Before it was replaced in 1957, the bridge was a dramatic arched structure similar to the Sand Hill Bridge. All traces of that bridge are gone, replaced by a hox culvert, guardrail and higher speed curve.
Bicycle and Pedestrian use and issues Pedestrian activity is generally limited to the village areas, the Breadloaf Campus area, and around the hiking trailheads. There was also some concern that the guardrail installation in the gorge area made that section of road especially unsafe for pedestrians, as the narrow roadbed and guardrail allowed no room for walking. There were COncerns expressed that traffic speeding through Ripton and Hancock villages is unsafe for pedestrians.
Bike use of the road has changed over time. In the late 1980's - early 1990's when bike tours were at a peak in Vermont, the road was used by tour groups who stayed at the Chipman Inn, Wayside Inn and other destinations in the area. Largely due to the narrow road and steep grades, and a reduction in bicycle tour activity statewide, most organized tours now use other routes. Informal groups and summer camps still use the road through the season, as well as highly experienced cyclists. There was some concern among corridor commuters and businesses that cyclists often create a hazard by riding in the travel lane, or more than one abreast. It was generally concluded, however, that the road currently accommodated limited bike use, but there was no interest in upgrading the road to further accommodate bikes and promote additional bike activity, as its steep topography makes this road unsuitahle for widespread bicycle use.
Commuting According to 1990 US Census data, about 10% of employed persons in Hancock work outside of the Town, in Addison County, and are likely to use the corridor to get to work. Another 10% work in Chittenden and Rutland Counties and might find Route 125 a convenient route to get to their jobs. Although many residents of Ripton travel the corridor to work in Addison or Chittenden Counties, only a small fraction of Ripton residents commute to the east over the Middlebury Gap. There is ample anecdotal evidence that Route 125 becomes the route of choice for east-west commuters during winter storms, in favor of Routes 17,73, and Lincoln Gap.
Hancock, Ripton and Middlebury, Vermont page 19 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996
Parking Areas Their are numerous road side pullouts and parking areas along the corridor. Locations of pullouts can be seen on Figure 1. The most notable and heavily used parking area is the Robert Frost Wayside. Parking in the corridor rarely reaches capacity except for the parking lot at the road summit, the location of the Long Trail crossing of Route 125. The parking for access to the Long Trail is often full during hiking season, and has poor sightlines for vehicles exiting the lot. It is an undefined gravel area. There are several small informal pull-off areas in the gorge area, which provide access to unmarked trails and swimming holes in the Midcllebury River. This type of informal recreation is highly valued by residents and visitors to the corridor, and strong sentiment has been expressed to maintain these pull-offs.
Many travelers stop at Texas Falls which is just off Route 125 on a forest road. Parking for the falls and picnic area is heavily used, and has been noted to occasionally exceed capacity. During the winter ski season, particularly during Winter Carnival and race days which coincide with exceptional skiing conditions, the Middlebury Snow Bowl parking area has exceeded capacity, causing skiers to park along the roadside near the entrance to the ski area. It has been observed that Snow Bowl personnel assist in parking and directing traffic, and no concerns about this condition were· raised during the planning process of this project.
Roadway maintenance procedures Maintenance of the road is categorized by the VAOT as either "routine maintenance", work that keeps the road open, such as plowing, clearing obstructions, and maintaining drainage; or "preventative maintenance", which is usually one-time projects undertaken to address the road's deterioration, and enhance safety.
Since designation as a state scenic road, the Route 125 corridor has received the standard routine maintenance, such as stabilizing banks, maintaining roadside ditches, replacing old culverts, and re paving. Seasonal maintenance also includes roadside mowing in the right of way and selective clearing of roadside shrubs. Routine maintenance is managed by the District Transportation Administrators. The scenic highway corridor falls into two districts: Transportation District #4 covers Hancock, and Transportation District #5 covers Ripton and East Midcllebury. The work in the Gorge, completed in 1994, was done through the VAOT as a preventative maintenance project, performed through the Pavement Management division of the Agency.
There are several recurring maintenance problems in the gorge area. The slopes in the gorge area often subside and wash - out during heavy runoff and snow melt. Soil from the slopes fills the roadside ditches forcing runoff to flood the roadway. This causes a significant recurring hazard and the need for continual maintenance by the VAOI.· Maintenance personnel are aware of the problem and believe nothing can be done to stop the slope failures. They do however keep a close watch on the slopes and roadway and promptly clean up the area after a slide.
Hancock, Ripton and Middlebury, Vermont page 20 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996
Growth in the Towns and Region Hancock has experienced only modest population growth since 1980. Between 1980 and 1994 the Town grew by 39 people. Ripton has experienced a faster growth rate; and grew by 164 between 1980 and 1994. Table 4 shows some population statistics for each town.
Table 4: Population Change 1980 to 1994 Number of People Avg. Annual % Change Year: 1980 1990 1994 1980·1990 1990-1994 Hancock 334 340 373 0.18% 2.34% Ripton 327 444 491 3.11% 2.55% Middlebury 7.574 8,034 8,397 0.59% 1.11% Addison County 29,406 32,953 , 34,699 1.15% 1.30% source. 1980, 1990. U.S. Census, 1994. Vermont Health Care Authorn),
Pressures for development along the corridor could increase in Ripton where population is expected to grow at a relatively high rate over the next twenty years. The Vermont Healthcare Authority projects that Ripton will grow by more than 500 people between 1990 and 2015, more people than Middlebury is expected to gain during the same period. Hancock's population has been projected to remain stable.
Increased recreational use of the corridor beyond today's levels could cause higher growth rates.
Economic Change and Opportunities Expansion of commercial uses along the highway will be constrained in part due to large expanses of public land, Middlebury College holdings, and Ripton zoning provisions that limit most commercial uses to the village. The market for additional business growth is limited in any event due to the rural nature of the area and its remoteness from population and tourist destination centers. The Addison County Chamber of Commerce reports that tourist requests for information, the number of bicycle tours, the number of bus tours, and the number of skier days have declined in the region recently. However, the corridor is attractive to people for pleasure driving, passive recreation, and cultural pursuits. Founders of the Moosalamoo project report that they have seen a recent increase in hiking, mountain biking, and camping. The number of people hiking, biking, skiing, hunting or fishing along the corridor is likely to grow, which will benefit existing businesses and may encourage a few more that cater to these visitors.
Changes in the natural resources economy could also have an impact in the Route 125 corridor. Recent changes in sawmill technology have made it difficult for smaller sawmills to remain competitive, and have lead to fewer, larger mills remaining in the area. This increased the distances that most raw wood products must be transported, and may lead to increased interest in higher weight limits for log trucks.
One issue in the Route 125 corridor would be how to accommodate more people who come to the area for recreation without harming the quiet, rural character of the corridor. There are no known plans for expansion of economic activity in the corridor at this time. The economic value of a scenic corridor to a locality or region will depend on the character of the area and the efforts made to promote and preserve the corridor. Scenic road designation may not result in traffic increases
Hancock, Ripton and Middlebury, Vermont page 21 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 beyond what would be expected from general traffic growth if there is not promotional effort. Typically, according to national data, "services associated with scenic highways focus on automobiles, tour buses, lodging including campgrounds, food services, and recreation and tourist· orientated retail." It is believed that the promotion of organized tourism along the corridor, such as bus tours, would not likely benefit businesses along the corridor, but would benefit larger towns at either end, such as Middlebury and Rochester, where more services are available.
Projected future traffic Traffic volumes are expected to increase modestly over time on Route 125. The VAOT Planning Division, Traffic Research Section computes and publishes growth factors for different types of highways. Their projections indicate that traffic volumes will increase by 1.38% per year, with volumes on Route 125 approaching 4500 vehicles per day by 2015. This growth rate is based on estimates that are made from data collected statewide on similar rural, two-lane highways. Local growth can vary substantially, if there are local land use changes, economic changes, or shifts in the use of this road for longer distance travel, affected by the conditions of other roads.
Increased recreational activity in the corridor could seasonally increase growth in traffic. Increased productivity of the forests in the area is expected, as forests show the results of longer term forest management. This will lead to increased volumes of logging trucks. In addition, trucks may alter their route selection based on road conditions, so any substantial improvements to parallel roads (i.e. Routes 17, 73 or Lincoln Gap) would change the truck use of Route 125.
Trends in Fish and Wildlife Populations There has been some local concern that fish populations in the Hancock and Robbins Branches may have declined over the past 20 years or so. This is a particularly important issue in this corridor, as passive outdoor recreation such as fishing is a key asset to the corridor, valued by both residents and visitors. The Vermont Fish and Wildlife Department has indicated that the Hancock Branch was stocked annually with yearling Brook Trout between 1959 and 1971, with a target of700 fish per year (actual stocked numbers depended on supply). In 1967, a study was done of the stream, which revealed several factors that lead to ending the stocking of this stream:
• the stream had relatively low fishing pressure, • there was no "return" of the stocked fish (i.e. all fish caught were wild species such as Rainbow or Brown Trout), and • the stream had a healthy, diverse, reproducing wild fish population. A few factors may limit the size that the wild fish achieve, such as the lack of larger pools and the lack of streambank vegetation in some locations. National Forest biologists are proposing to improve in-stream fish cover and pool habitat for resident trout. Streambank restoration projects are also proposed for the South Branch Middlebury River. National Forest biologists have also completed a Fish Passage Survey, which evaluates obstructions to fish movement such as road culverts, for the South Branch of the Middlebury River (see Figure 2). The USFS hopes to conduct a similar survey for the Hancock and Robbins Branches in Hancock. The results of these surveys should be coordinated with any drainage work undertaken by VAOT on culverts, as preserving or enhancing the fishery habitat is an important goal of the steering committee.
Moose populations have also increased in the Middlebury Gap area, as well as statewide. This has lead to increased sightings of moose, and increased vehicle-moose collisions. Accidents involving
Hancock, Ripton and Middlebury, Vermont page 22 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 moose are especially severe because of their enormous size and weight, and their height above the road. While the moose contribute positively to the natural environment and interests of tourists seeking "watchable wildlife", care must be taken to avoid the dangers of moose along the highway. Some suggestion were made that can form part of a moose action plan: maintain a sufficient clear zone along the roadway in areas frequented by moose; and provide more opportunities to educate drivers, especially tourists, with the dangers of moose and their habits and movements.
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The original designation of Route 125 as a scenic highway recognized that the road offered a diverse set of experiences over the 15-rillle length: small village centers, narrow river valleys, dramatic hillsides, rivers and streams. Much of the vegetative diversity and visual interest is the result of establishing and maintaining the clearings as well as the forest conservation practices by the Green Mountain National Forest and many private landowners. These are examples of the working landscape that has existed for years along the road. Driving the corridor offers a number of views of the foreground, middle ground or the background; and vistas, which are the prominent long distance views, generally held for a long period of time. These views are affected by the viewer angle in relationship to the topography, vegetation, and structures. Evaluating the scenic qualities of an area requires the use of several concepts and terms, as shown below in Figure 3: Figure 3: Landscape Composition, Observer Position, and Distance Zones
The composition of the landscape, which is the arrangement of objects arul voids in the landscape can be categorized by their spatial arrangement. In general, landscapes that are distinctly focal, enclosed or feature oriented are more vulnerable to modifu:ations than panoramic, canopied, or ephemeral landscapes. Landsca pe Composition Types: (a) Canopy, Canopied: Covered or' bridged by the uppermost spreading branchy layer of a forest. (U.S. For. Servo 1973.) See Figure (a). (b) Enclosed: Enveloped or surrounded; bounded or encompassed. (U.S. For. Servo (a) (h) 1973.) See Figure (b). (c) Ephemeral: Anyth.ing lasting but a brief time. (U.S. For. Servo 1973.) Sec Figure (c). . (d) Feattlre: A distinct or outstanding part, i;'., ...... ~':'~.:~".' quality. or characteristic of something. (e) (d) (Webster 1960.) See Figure (d). ------(e) Focal: Of or placed at a focus; as a focal = ..---=-- -_.- point. (Webster 1960.) See Figure (e).
'.~ (f) Panoramic: A continuous series of scenes or events, constantly changing scene. See Figure (f).
(e)
Observer position, which is the placement and relationship of a Distance zones refers to the area that can be seen as foreground viewer to the landscape which is being perceived. (0·1/2 mile), middleground(1/4 to 5 miles), and background (3 to infinite miles). Background Superior
Observer Position. Adapted from: Yeomans, W,c., Distance: Zones. Adapted from: )'<':(l)nan.~, \\·,C.,
Hancock, Ripton and 11.i.ddlebury, Vermont page 25 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996
General Roadside Maintenance Practices In Section 2 of the Scenic Highway Law, the intent of the highway construction and maintenance standards for scenic highways is clearly identified:
"The standards shall include, but shall not be limited to, descriptions of techniques for construction, including roadside grading and planting and preservation of intimate roadside environments as well as scenic outlooks. The standards shall further prescribe minimum width, alignment and surface treatment with particular reference to the legislative findings of this act. The standards shall include methods of traffic control, such as signs, speed limits, signals and warnings, which shall not, within appropriate safety considerations, jeopardize the scenic or historic value ofsuch roads. These standards shall be revised as necessary taking into consideration increased weight, load and size ofvehicles making use ofscenic roads, such as, but not limited, to forest product vehicles, agribusiness vehicles and school buses. No provision of the scenic road law may deny necessary improvement to or maintenance ofscenic roads over which such vehicles must travel. Provisions of this chapter shall apply only within the highway right·ofway."
The development of maintenance standards that also manage visual quality need to consider the expectations of the viewer. Additional guidance for developing specific maintenance practices within the corridor may be available from the GMNF Visual Condition Standards for Roaded Natural and Rural Management Areas. The following descriptions of acceptable maintenance standards will provide a general framework to guide the maintenance practices along the scenic road corridor:
Road Surface Road width will range from 22 - 30' consisting of two travel lanes (10-12' each) and paved shoulders (1-4' each), designed for speeds of 25-50 MPH. The lane width may be constrained by existing structures and natural conditions such as ledge or the river bank. The road traveled surface and shoulders will be asphalt, finished with gravel of a similar color and hue to native stone. It is preferred to establish 10' travel lanes with 3·5' shoulders and 25-35 MPH speed limits through the village areas and Breadloaf Campus. This design standard will encourage slower vehicular speeds and provide for the shared use of the roadway by pedestrians and bicycles. Cold planing or recycling would benefit the road as it would enable lowering of the pavement elevation.
Shoulders Renovation or reconstruction of the road shoulders should be directed to providing a stable base, and to re-establishing an even grade between pavement and the adjacent native ground. The unpaved portions of the shoulders can be re-vegetated into grass to the pavement edge where possible to allow for maximum blending of the road alignment with the natural landscape, prevent loose stones from being "kicked" onto the road surface, and to visually "narrow" the appearance of the road. This can be accomplished best by blending topsoil with gravel in the top layer of the shoulder material, would to maximize growth potential for grass.
The transition between the road shoulder or drainage ditch and the adjacent land at the edge of the highway right-of-way should be tapered and smoothed wherever possible to allow for ease of mowing and to prevent unnecessary brush growth.
Drainage Infrastructure There are severe drainage problems on Route 125 in Ripton and Middlebury that are further described in the following pages. A stormwater management plan should be developed to incorporate both traditional culverts, drainage swales and closed drainage systems in some locations to enhance water quality, mitigate road bank erosion, and enhance fish habitat. Any stormwater management
Hancock) Ripton and Middlebury, Vermont page 26 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 facilities constructed within the Scenic Highway Corridor should be designed and built to blend into the natural landscape as much as possible. Use of materials that match the color and hue of native stone and gravel is recommended.
Drainage culverts will be installed to "feather' the appearance of the edges. It is recognized that some culverts need to be lengthened by up to four feet to provide stability for the roadbed. The use of wood and stone building materials is preferred over concrete and asphalt wherever practicable. Steel culverts, signs, guardrails, and cables are acceptable along the roadway, but only as necessary. Pressure treated wood posts are preferable to steel posts in guardrails. Metal, glass, and plastic should not appear to be major parts of any structure.
Pull-off and parking areas Pull-off and parking areas need to be maintained along the corridor to provide emergency "break down" areas and informal access to trails and fishing areas. In general, these areas should be surfaced in stone that is similar in color and hue to native stone. The paved portion of a pull-off outside of the travel lanes should not exceed six feet (6') in width.
Paving of pullouts and parking/trailhead areas, if desired, should be done as "chipseal". This technique would apply an asphalt base coat, spray down liquid asphalt emulsion and apply a crushed stone layer on top. The resulting appearance would be as a gravel surface but with the durability and greatly reduced maintenance requirements as asphalt. Selection of the appropriate crushed stone material for the top coat should consider closely the need for a dark color of stone to blend with the natural landscape.
Guardrails Appropriate guardrail application will be dependent upon the specific conditions along the corridor. Although a variety of treatments are acceptable, efforts should be made to prevent too frequent of a change that would be distracting to the motorist. The following guidelines will be considered in the use of guardrails:
1. Box Beam - The narrow section of this type of guardrail is appropriate in areas that require a minimal intrusion to the area being viewed. In most cases along this corridor it is when the motorist is in the superior observer position of a feature composition (see Figure 2), such as the view from the road towards the river in the gorge area, where the guardrails obstruct the view of the river. In most cases the oxidizing (COR 10) box beam is preferable in that its darker color will tend to recede from view; however it should be noted that it is expensive, has a shorter lifespan that galvanized steel, needs galvanized posts below grade to maximize its useful life, and will permanently stain clothing and materials when contacted. Galvanized box beam is also acceptable, particularly when the background stone or tree trunks would blend with the gray color. 2. Galvanized W-beam with wood posts - This guardrail treatment is acceptable along the corridor where views are not "blocked" by the guardrail, generally where the observer position is normal or inferior and the view is canopied, enclosed ephemeral, focal, or panoramic, which is found along much of the corridor. The colors of the galvanized W beam (after an oxidation period which removes the initial shine) and wood posts blend very well with the pavement surface and gravel shoulders, in some cases it all but disappears. The V AOT currently has difficulty disposing of wood posts, and prefers using steel posts rather than wood for this reason. Wood POStS are strongly on this corridor for aesthetic reasons. 3. Cable guardrail - The three strand cable guardrail is the most preferable guardrail treatment throughout the entire corridor as it combines the best of both of the above mentioned
Hancock, Ripton and Middlebury, Vermont page 27 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996
treatments. Current VAOT construction standards limit the application to locations that have an adequate clear zone behind the guardrail, to conform with existing FHWA requirements. However, the FHWA is currently revising their standards for treatments along scenic roadways. It is anticipated that their requirements may change to accommodate the use of cable guardrail in scenic corridors. Roadside Vegetation Maintenance and Management Appropriate maintenance of the roadside vegetation will enhance the views for the motorist, provide for appropriate wildlife habitat and ecological needs, minimize maintenance demands for both the VAOT and adjacent landowners, and provide for safety and visibility along the corridor.
The following principles should be incorporated into vegetation maintenance practices:
• Maintain or re-establish the native landscape along the corridor. • Stabilize the steep sideslopes and river banks where necessary. • Promote public-private cooperation to maintain the scenic roadside appearance with a minimal demand for expense in materials, time and equipment. • Improve the views of the immediate and regional landscape. • Re-establish street tree plantings in the villages and at Breadloaf Campus, if desired.
Management of the unique vegetation through the corridor should consider the needs of the following vegetation types:
• Tree canopy along road - The trees that form a c o Understory vegetation - A dense layer of woody plants, ferns, and other herbaceous species that thrive in the shaded lower levels of the forest play an important role in the corridor in preventing erosion of the forest soils, providing wildlife habitat, and contributing to the visual character of the road. Management of the corridor should preserve understory vegetation. Clearing of understory should be done only as necessary to allow for views along the road. o Stream corridor re·vegetation - There are several locations along the corridor that may need streambank re-vegetation to improve water quality through erosion stabilization and increased shading of the stream. Accomplishing this re-vegetation will require new plantings of canopy, understory, and groundcover species. • Roadside mowing and clearing - The highway right·of·way should be maintained with annual mowing of 8 to 10 feet along the shoulders, where terrain allows for mowing without damaging plant growth and causing erosion. In other areas, selective clearing and pruning of shrub growth can preserve adequate sight distance along the road without the heavy impacts of mowing. • Vista clearing - The enhancement of scenic vistas along the corridor can afford more open glimpses to the valleys and region beyond, as opposed to expansive panoramas. Clearing for these views could best be accomplished with limited thinning to open up view slots through Hancock, Ripton and Middlebury, Vermant page 28 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 woods (a key-hole effect). Some of these openings could appear to be natural in form if in fact the trees were girdled and allowed to continue standing (asswning that they are well out of the way of paths, roads or areas where people might congregate). • Wildflower Habitat Enhancement - The establishment of wildflowers along the roadside can be encouraged by adopting summer mowing practices that will not cut down on wildflower diversity. A single mowing late in the season (after killing frost) allows native wildflowers to re-seed themselves along the road and gradually re-establish. The following pages describe each visual section of the corridor, provide details about the road and right-of-way conditions, and describe acceptable maintenance techniques and strategies. These sheets were prepared by the staffs of the Addison County Regional Planning Commission, and Two Rivers Ottauquechee Regional Commission, after detailed field walks of the corridor with representatives from the Towns, the USFS, and the VAOT Maintenance District Transportation Administrators. The important concerns and problems on each road section are summarized on the sheets, as well as other relevant inventory information. Hancock, Ripton and Middlebury, Vermont page 29 Middlebury Gap Scenic Highway Corridor :\1anagement Ph.'1 2 December, 1996 Lower Gorge MM 2,8 to MM 3,5 (Middlebury) The last section of the road descends gradually through the woods area around the Oak Ridge Trail and then steeply into a series of sharp curves, eventually reaching the western end of the Scenic Road. This section of road is regularly impacted by severe roadside erosion. There is very little vegetation along the roadside, and most of the sideslopes are not vegetated, remaining as gravel or exposed dirt. CONDD10NSOFTHEROADANDi Width of Pcvement: 22 to 26 feet Guardrail Treatment: steel w-beam wi steel I Clear Zone: varies 0 to 10 feet where topogr Drainage and Culverts: Ditches in very poor ( ledge, Slope and Sank Stabilization: Severe el Slgnage and Pavement Markings: standard s Observer Position: normal to superior Distance Zones: Foreground, with opportuni' [ground with selected SPECIAL PROCEDU Roadway, pul1 9 0ffs and guardrails: ii' to be replaced per the Act 250 permit. Replace existing w-beam when with w, Drainage: Drainage in this section to be addressecl by VI'all",:e Maintain eXLSumg clear zones. Remove sal"lIlgS and vegetation ledges (base, and in cracks), to prevent from cracks and further Winter Maintenance: continue existing practices; clear Oak Ridge Trailhead panucng area while still in use (see below) Other: USPS considering discontinuing Oak Ridge Trailhead because of low use, pending in USPS long range plan. Hancock, Ripton and Middlebury, \'ermont page 30 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 Ripton Village Center through the Gorge MM 3.5 (Middlebury) to MM 1.6 (Ripton) The road into the Village of Ripton is relatively narrow and defined on either side by the small grouping of buildings and the "bridge of flowers". Public buildings line the road. There are no sidewalks, or street tree plantings; historic photos of the village showed street trees in front of community hall. Below village of Ripton, road descends into the gorge of Middlebury River. This unlque part of the road follows along a narrow shelf above the river. Prior to the 1994 VAOT work, views were possible to numerous falls and swi.mming holes along the river. Dense woodlands, ledges and boulders line the roadside. Through this area there are also a number of pullouts that allow access to the nver. CONDITIONS OF THE ROAD AND ROW Width of Pavament: 22 to 26 feet I Shoulder ireatment: 0 to 2 ft paved, w/o to 2 ft gravel edge Guardrail Treatment: steel w·beam with steel posts Pullouts and Parking: MM 4.1 (N), 4.15 (N), 0.5 (N) Clear Zone: up to 10 feet where topography allows stream and Trail Access: MM: 3.5 Oak Ridge Trailhead; informal access to Middlebury River at pull-offs. Drainage and Culverts: Ditches in very poor condition, in need of improvements. ledge, Slope and Bank Stabilization: Severe erosion of banks; ledge outcrops are unstable Slgnage and Pavement Markings: SO mph sign westbound leaving Ripton Village very misleading and inconsistent road condition; chevron signs at curve at.M.:M 0.95 Observer Position: normal and superior Landscape Composition: enclosed, panoramic, canopy Distance Zones: Foreground SPECIAL MAINTENANCE PROCEDURES Roadway, pull-offs and guardrails: Replace 7,600 feet of guardrail as required in Act 250 permit with oxidized box beam from MM 3.9 (Middlebury) to MM 2.3 (Ripton); repairs to boxbeam will need to be temporarily done with steel w· beam, until special orders for additional box beam can be received by VAOT, possible up to 1 year. Drainage: Drainage in this section to be addressed by Drainage and Culvert Plan; dosed drainage with additional culverts, and IS" sumps for sediment capture should be considered in this section. Vegetation: Maintain existing clear zones. Remove saplings and vegetation from ledges (base, and in cracks), to prevent moisture from entering ledge cracks and further de-stabilizing ledges. Winter Maintenance: continue existing practices Other: Petition Traffic Committee to reduce speed limit in gorge area to 40 mph or lower. If unsuccessful, replace "50 mph" sign leaving Ripton with and "end speed zone" sign; chevron signs at curve will be needed after guardrail replacement as box beam will not be visible at night. Hancock, Ripton and Middlebury, Vermont page 31 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 Ripton Village Center to Robert Frost Wayside MM 1.6 to MM 3.1 (Ripton) The road descends into a narrow river valley, following the Middlebury River. The area is heavily wooded with streambank vegetation including large hemlock and spruce trees as well as native woodland vegetatIOn. CONDITIONS OF THE ROAD AND ROW Width of Pavement: 22 feet Shoulder Treatment: 0 to 1 ft shoulder each side, paved Guardrail Treatment: steel w-beam wi steel posts Pullouts and Parking: n/a Clear Zone: nla Stream and Trail Access: n/a Drainage and Culverts: Ditches in very poor condition; shading by hemlock trees causes freezing in ditches, impede drainage in winter. ledge. Slope and Bank Stabilization: Boulders and trees protrude into ro'ad on north side; snowplows hit trees. Signage and Pavement Markings: "Bicycle" sign gives unclear message Observer Position: normal Landscape Compostfion: enclosed, panoramic, canopy Distance Zones: Foreground SPECIAL MAINTENANCE PROCEDURES Roadway. pull-ofts and guardralls: Replace 7,600 feet of guardrail as required in Act 250 permit with oxidized box beam from MM 3.9 (Middlebury) to MM 2.3 (Ripton); repairs to boxbeam will need to be temporarily done with steel w· beam, until ~ecial orders for additional box beam can be received by VAOIj possible up to 1 year. Drainage: Drainage in this section to be addressed by Drainage and Culvert Plan. Vegetation: Remove a few trees that are overhanging road, shading ditches and being hit be snowplows. Winter MaIntenance: continue existing practices Other: remove boulders that unsafely protrude into right of way; review options of bicycle sign with VAOT, and possibly replace with "Share the Road" or other more appropriate sign. Hancock, Ripton and Middlebury, Vermont page 32 Middlebury Gap Scenic Highway Corridor Management Plan 2 December. 1996 Robert Frost Wayside to Breadioaf MM 3.1 to MM 4.05 (Ripton) West ofthe Breadloaf Campus. the road follows the river valley to the Robert Frost vy,T ayside. Views to the foothills of the Green Mountains towards Goshen are available. The roadside is largely wooded on the nonh side with old pastUre pme groves and old fields that have grown into scrub. There are several historic homes along the road and side roads. The Robert Frost Wayside and Interpretive Trail are two of the most prominent sites, and both have established parking areas, trailheads, interpretive signage, picnic tabies. drinking water and restroom facilities maintained by the GMNF and the Vermont Department of Travel and Tourism. CONDITIONS OF THE ROAD AND ROW Width of Pavement: 22 feet Shoulder Treatment: 0 to 1 ft shoulder each side. paved Guardrail Treatment: steel w~beam w / steel posts Pullouts and Parking: Robert Frost Wayside MM 3.65 (N), Robert Frost Interpretive Trail MM 3.25 (S) Clear Zone: typically about 10 ft where topography allows Sfream and Trail Access: Robert Frost Interpretive Trail Drainage and Culverts: Culverts MM 3.7 and 4.0; ditches generally in good condition, some in need of cleaning. Ledge, Slope and Bank Stabilization: nla Sign age and Pavement Markings: "Moose" sign Observer Position: normal landscape Composition: panoramic Distance Zones: Foreground, Middleground vistas available SPECIAL MAINTENANCE PROCEDURES Roadway, pul!~offs and guardrails: Maintain tourism Kiosk at Robert Frost Wayside Drainage: dean and re~grade ditches as needed. re~seed if necessary (self.seeding usually effective) , Vegetation: Opportunity for cooperative planting for wildflower. songbird habitat enhancement, between RF Trail and RF Wayside on south side of Route 125, as part of their Watchable Wildlife Proaram. Winter Maintenance: co~tinue existing practices; keep RF Trail and RF Wayside parking areas cleared. Other: Concerns about moose/motorist safety; opportunity to establish Moose/Motorist Safety education program, using Kiosk at RF Wayside. Hancock, Ripton and Middlebury, Vermont page 33 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 Upper Plateau above Breadloaf MM 4.05 to MM 5.7 (Ripton) As the road passes the entrance to the Middlebury College Snow Bowl, a large plantation of Spruce trees surrounds the road, and transitions into densely wooded wetland and strea...'n areas along the road. Views are limited to the road corridor and a few meadows that are separated from the road by hedgerows. The road passes through the center of the campus, where the road widens to have gravel shoulders which provide parking along the roadside. Old photographs olthe road show it used to be lined with maple trees and sidewalks. Views from the campus are possible in many directions to' the Green Mountains and fields, as well as to the prominent Breadloaf Mountain. CONDITIONS OF THE ROAD A~'D ROW Width of Pavement: 22 feet Shoulder Treatment: 0 to 1 ft shoulder each side, paved Guardrail Treatment: steel w~beam with steel posts Pullouts and Parking: MM 5.7 (North) Clear Zone: typically about 10 ft where topography allows stream and TraU Access: Ski trail Xing MM 4.3; Snowmobile Xing MM 4.8. Drainage and Culverts: Some ditches require re-grading, or cleaning. Ledge. Slope and Bank Stabilization: n/a Sign age and Pavement MarkIngs: Extra "Route 125 Scenic" sign; Pedestrian sign at Breadloaf Campus Observer Position: normal landscape Composition: panoramic Distance Zones: Foreground, Middleground vistas SPECIAL MAINTENANCE PROCEDlJRES Roadway, pull-ofts and guardrails: VAOT would like to remove berm at pull-off at MM 5.7, with agreement from Middlebury College, to be used for snowplow turnaround. Drainage: clean and re-grade ditches as needed, re-seed if necessary (self~seeding usually effective) Vegetation: Hedgerow MM 4.6 to 4.7 will be maintained in cooperation with Middlebury College to allow views of fields around Breadloaf Mountain. Removal of dead or dying trees in Right-of-way. Winter MaIntenance: continue existing practices; keep Chatfield parking area plowed in winter; maintain snowmobile xing. Other: Remove extraneous "Scenic Route 125" sign. Hancock, Ripton and MiciclJebury, Vermont page 34 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 Middlebury Gap Proper M..'I15.7 (fupton) to M..'I1 3.4 (Hancock) The rise of the road to the gap itself is a momentary occurrence on the route. Ascending to the summ.it through a series of $"Weeping curves, the road abruptly reaches the height of land and creITS to the western slope of the Green Mountains. Access to the Long Trail is possible at the sum..mit with limited parking and views is available. Views to the east are restricted to a narrow operung ill the valley. Westerly views to Lake Champlain and the Adirondacks are possible from the western side of the summit. CONDTI10NSOFTHEROADANDROW Width of Pavement: 23 feet Shoulder Treatment: varies 0 to 1 ft) paved or gravel Guardrail Treatment: steel w·beam, w/wood posts west of Pullouts and Parking: MM 5.75 (5), 0.1 (5), 0.25 (5),0.4 (5), Snowbowl, w/steel posts east of Snowbowl. 0.55 (5),0.9 (5), 1.1 (N), 1.7(N), 1.95 (N), 2.3 (N), 2,45 (N), 2.95 (N), all gravel; 0.0 (N) paved. Clear Zone: 10 to 15 feet where topograp11Y allows Stream and Trail Access: ~'11 1.1 Long Trail Crossing, parking areaj :MM 1.7 Ski trail/access road. Drainage and Culverts: Ditches generally in good condition. ledge, Slope and Bank Stabilization: nfa Sign age and Pavement Markings: Moose sign does not coincide with area of frequent moose sightings in the gap area. Observer Position: normal landscape Composition: enclosed, canopy Distance Zones: Foreground, Middleground and Background vistas available SPECIAL MAINTENANCE PROCEDURES Roadway. pull-ofts and guardrails: continue existing practicesj Long Trail parking sometimes full, could be expanded in cooperation with Middlebury College and be used for overflow 5nowbowl parking. Drainage: continue existing practices. Vegetation: understory thinning could provide background views from Long Trail parking area, in cooperation with Middlebury College. Removal of dead or dying trees in Rioht-of-way. Winter Maintenance: continue existing practices Other: Relocate the westbound Moose sign to Hancock 1\1M 1.0 at Middlebury Gap. Hancock, Ripton and Middlebury, Vermont page 35 Middlebury Gap Scenic Highway Corridor 1hnagemem Plan 2 December, 1996 Upper Valley MM 3.4 to 4.5 (Hancock) The road gradually rises to an upper valley area where the Robbin, Branch and side streams converge. Much ofthe road length i, through forested land or old fields. The road passes several old homesteads as well as a number of newer residential buildings. At the upper extent of the valley, the roads begins a long ascent towards the gap. As elevation increases, there are views back to the valley and of the ridge of the Green MOUDtains. The eastern section of the Snow Bowl is visible, with it', ,ki lift and trails. CONDITIONS OF THE ROAD ANTI" ROW Width of Pavement: 23 feet Shoulder Treatment: varies 0 to 1 ft, paved or gravel Guardrail Treatment: some old cable, and steel w·beam Pullouts and Parking: MM 3.4 North ,ide (30' X 125'); MM w/wood posts. Texas Falls Rd has oxidized w·beam 3.5 South Clear Zone: generally about 20 ft where topography allows Stream and Trail Access: Snowmobile crosses, uses road corridor MM 4.1 to 4.5; safety concerns and conflicts. Drainage and Culverts: Ditches generally in good condition. ledge, Slope and Bank Stabilization: n/a Signage and Pavement Markings: Observer posHion: normal and inferior Landscape Composition: panoramic, some focal Distance Zones: Foreground, Middleground and Background vistas SPECIAL MAINTENANCE PROCEDURES Roadway, pull·offs and guardrails: For future replacements, use cable if it can be used safely, or w·beam with wood posts preferred Drainage: continue existing practices Vegetation: continue existing practices. Removal of dead or dying trees in Right·of.way. Winter Maintenance: continue existing practices Other: Work with USFS and VAST to resolve conflicts between snowmobiles and motor vehicles·fmding off-road trail parallel to Route 125, and crossing at MM 4.1 may be possible. Hancock) Ripton and Middlebury, Vermont page 36 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 Lower Valley MM 4.5 to MM 6.5 (Hancock) The lower valley of the Hancock Branch broadens in width and offers views of the Green Mountains. This section of the road has a number of private homes, both historic and new. The roadside areas are largely old fields, SOIDe of which are becoming overgrown. Primary views are of the Green Mountain ridgeline, the valley's sides and bottom lands of the Hancock branch. CONDITIONS OF THE ROAD AND ROW Width of Pavement: 23 feet Shoulder Treatment: varies 0 to 1 ft, paved or gravel Guardrail Treatment: some old cable, and steel w-beam Pullouts and Parking: MM 6.1 South; M.lI15.5 North w / wood posts Clear Zone: generally about 20 ft where topography allows Stream and Trot! Access: nla Drainage and Culverts: Ditches generally in good condition. ledge, Slope and Bank Stabilization: nla Signage and Pavement Markings: nla Observer Position: normal landscape Composition: focal, panoramic Distance Zones: varies, includes Foreground, Middleground and Background vistas SPECIAL MAINTENANCE PROCEDURES Roadway, pull-efts and guardrails: For future replacements, use cable if it can be used safely, or w-beam with wood posts preferred Drainage: continue existing practices Vegetation: continue existing practices. Removal of dead or dying trees in Right-af-way. Winter Maintenance: continue existing practices Other: Hancock, Ripton and Middlebury, Vermont page 37 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 Village Fringe MM 6.5 to 7.05 (Hancock) After leaving the Village of Hancock, the road heads west into the valley of the Hancock Branch, remaming at a relatively modest grade, The road appears as a «typical" state highway with nvo lanes, modest shoulders, guardrails along the river. and highway signage. The road passes Camp Killoleet, several historic homes, and some newer homes. Primary views are glimpses of the fiver and the valley's sides, which are wooded and very narrow. CONDITIONS OF THE ROAD AND ROW Width of Pavement: 23 feet Shoulder Treatment: varies 0 to 1 ft, paved or gravel Guardrail Treatment: steel w~beam with wood posts. Pullouts and Parking: nla Clear Zone: 10 to 20 feet where topography allows stream and Trail Access: seasonal pedestrian crossing at Camp Killoleet Drainage and Culverts: Ditches generally in good condition. ledge, Slope and Bank Stabilization: Stream bank on curve at 11M 7.05 is eroding. Signage and Pavement Markings: "Pedestrian" sign at crossing Observer Position: superior to normal landscape Composition: enclosed, panoramic Distance Zones: Foreground, Background vistas available SPECIAL MAINTENANCE PROCEDURES Roadway, pull~offs and guardrails: guardrail may be needed in future at steep stream bank, around MM 7.0. Cable if it can be used safely, or w·beam with wood posts preferred. Drainage: continue existing practices Vegetation: Fish habitat could be enhanced by adding shrub vegetation to south river bank in places where it doesn't now exist, to provide shading for fish. Removal of dead or dying trees in Right·of~wav. Winter Maintenance: continue existing practices Other: May need rip~rap at eroding stream bank:MM 7.05 in future, using dark-hued stone to blend in color with native stone. Hancock, Ripton and Middlebury, Vermont page 38 Middlebury Gap Scenic Highway Corridor Man:1gement Plan 2 December, 1996 Hancock Village MM 7.05 to 7.25 (Hancock) The corridor begins on the east end at the intersection of VI 100 and VI 125. This part of the road is essential] y a main street of the Village of Hancock. The road is abuned on either side by village homes and businesses. and the road shoulders are used for parking for the store and HoteL The Town Hall and Town Library are located on this street and most of the houses are considered historic. Old photographs of the village show that a number of buildings have come and gone, including a large horse barn behind the Hotel, and a number of large trees on individual house properties have died. At the same time, the edge of the road has grown progressively wider over time, particularly near the intersection with VT 100, CONDITIONS OF THE ROAD AND ROW Width of Pavement: 23 feet Shoulder Treatment: paved Guardrail Treatment: steel w·beam around intersection Pullouts and Parking: on~street parking on shoulders, some with Route 100. head.in, some parallel Clear Zone: n/a Stream and Trail Access: n/a DraInage and Culverts: Drainage problem at Hancock Hotel·runoff from Route 125 ponds in front of building. ledge, Slope and Bank Stabilization: n/. Signage and Pavement Markings: "Begin West 125 Scenic" sign Observer Position: normal landscape Composttion: panoramic Distance Zones: Foreground, Background vistas available SPECIAL MAINlENANCE PROCEDURES Roadway, pull~offs and guardrails: continue existing practices Drainage: Drainage problem around the Hancock Hotel should be addressed Vegetation: n/a Winter Maintenance: continue existing practices other: Potential safety problems with undefined on·street parking and sight distance Hancock, Ripton and Middlebury, Vermont page 39 ,;,M,;,i;;;d;;;dl;;;eb,;,u;;;ry;",;,G,;,a~p.;S;;;c;;;en;;;i,;,c,;,H;;;igg;h;;;w;;;a;;;Y.;C;;;o;;;rr;;;id,;,o;;;r,,;M,,;an;;;;;;agge;;;m;;;e;;;n;;;t,;,P;;;lan;;;;;;======~2.December, 199 1. Keep Route 125 a safe and functional highway Safety is an aspect of the road that is very important to the residents and users of the road. The highway serves many users: local residents, tourists, bikers and hikers, a$ well as freight haulers, and log truckers. The roadway must serve all users, with particular respect for the needs of vehicles that support agricultural and timber harvesting activities as they create the working landscape that provides the visual diversity along the corridor, and contribute significantly to the region's economy. The participants recognize the provisions in the Scenic Road Law that address the highway construction and maintenance standards by balancing protection of scenic resources of the roadway with providing for the safety and efficiency of the roadway. 2. Keep Route 125 as a rural, scenic, un-manicured highway It is the desire of the existing residents and businesses who live and work along Route 125 that the present undeveloped nature of the Route 125 corridor be maintained. The natural resources, topography, and land management practices along the corridor all contribute to the road's natural, scenic qualities. Based on comments from most participants in the public meetings and advice of the Steering Committee, a minimum of change to the corridor is desirable. Maintaining the rural character of the road will involve some active management that can be incorporated into the road's routine maintenance procedures fairly inexpensively. Designation as a scenic highway acknowledges that special maintenance practices and techniques, and their associated costs, will be required to maintain the road's unique qualities and character. 3. Establish clear maintenance practices for the Route 125 Scenic Corridor Through the process of developing the Corridor Management Plan, it was agreed by the participants that the quality of the corridor is not threatened by activities of the adjacent landowners, and the focus of the Corridor Management Plan needs to be for appropriate maintenance the highway and its right-of-way. 4. Adhere to the clearly defined processes for review by local boards Acceptable routine maintenance practices, as identified in the previous inventory/analysis section, can be carried out by the DTAs or VAOT departments without specific consultation or review with local boards or the Act 250 District Commission. These practices are considered to be compatible with the goals and objectives of this plan, and will not result in any unwelcome change to the character of the corridor. For work that falls under "preventative maintenance", which are one-time repairs to address the road's deterioration, the VAOT should consult with towns as they develop plans, and respond to local concerns as needed. The standards for re-vegetation, guardrails, etc. should be followed as the V AOT develops any plans for preventative maintenance projects. At this time, there are no plans within the VAOT for any capital construction or improvement projects on Route 125. At this time, the only way that such a project would get initiated is through the specific request of the Regional Planning Commissions, and acceptance by VAOT. Requirements for the VAOT to take on a road improvement or construction project include Hancock, Ripton and Middlebury, Vermont page 40 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 strong local support, a clearly defined problem and clear objectives. These types of projects, because of their potential to alter the character of the road, would fall under Act 250 jurisdiction, allowing ample opportunities for local and public input. 5. Manage traffic growth and reduce its impact There is neither the desire in the communities along the corridor, nor the capacity on the road itself, to accommodate ever-increasing volumes of traffic. Expectations for the speed and convenience of travel that this highway can provide must be realistic, and consider the steep topography and scenic and historic character of the corridor. Growth and changes in local land uses that could generate additional traffic will continue to be monitored and regulated by existing local and regional boards Oocal planning commissions and the District Environmental Commissions). No limits on driveway access permits are proposed or contemplated. Any straightening or widening of the road could easily result in undesired growth of traffic, especially through-traffic which currently uses other routes. Therefore, no actions that could lead to increases in traffic, such as promotion of the road for tourism or widening the road to increase its appeal to through traffic, will be undertaken. In the village area, opportunities to control traffic speeds through enforcement or traffic calming may be appropriate. Hancock, Ripton and Middlebury) Vermont page 41 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 Anticipated Corridor Maintenance and Improvements Routine Highway Maintenance These activities will be carried out by the VAOT maintenance districts responsible for Route 125, and include: • snowplowing • mowing of roadsides (as per standards) • clearing and re-vegetation of ditches (as per standards) • removal of dead or dying trees in the right-of-way • cleaning and clearing drainage ditches • patching of cracks and potholes • "skim" coats of thin pavement, only on existing pavement • repair of guardrail after accidents • emergency repair and maintenance of road (mitigation of any emergency repairs can be the subject of local review, see page 45.) The routine maintenance practices described on pages 29 through 38 should be adopted as the maintenance standard5 for the Scenic Road as directed in the Scenic Highway Law. This will clarify acceptable techniques while still giving the VAOT the ability to complete most maintenance procedures without an unwieldy process of securing local board permission for routine maintenance tasks. Preventative Maintenance Activities in this category are generally one-time repairs to address deteriorating conditions of the road, but generally will not result in any alterations of the road's width, function, or character. Some work may involve clearing of roadside, but over the long term, if specified re-vegetation practices are followed, the character of the road will remain the same, or perhaps be enhanced. At this time, very few of these types of activities are anticipated for Route 125. Resurfacing is likely to be needed over the next 7 to 10 years, which involves up to 1 1/2 inch overlay of new pavement, and possibly gravel to stabilize shoulders. This treatment would be initiated by the V AOT pavement management section, and the schedule would be based on the pavement condition, and funding. It is recommended that the V AOT prepare a fairly specific description of this or any other anticipated preventative maintenance activities, and allow the applicable towns and regional planning commissions to review them. These types of activities are not likely to need Act 250 review, but the towns would like to be apprised of any activities beyond those identified above as . rounne· maIntenance. Drainage and Culvert Plan for the Gorge In response to the severe and unique drainage problems in the gorge area, it is recommended that the VAOT pursue a grant from the Scenic Byways program to prepare a very detailed drainage and culvert management plan for the corridor, with particular attention to the gorge area from Middlebury MM 3.9 to Ripton MM 2.3. The following things should be addressed in this plan: Hancock, Ripton and Middlebury, Vermont page 42 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 • Several culvertS in the gorge area carrying drainage under Route 125 will need to be replaced with culverts that are 2 to 4 feet longer, and will be set more deeply under the roadbed. This will provide better drainage, particularly in the winter months, and a more stable road bed. The improved drainage should prevent some of the ice accumulations that sometimes happen in the gorge. These culvert replacements will also have benefits to the fisheries habitat, with consultation by the USFS fisheries biologist. This work will probably not be undertaken until the existing pavement has become more deteriorated, in order to extend the current pavement's life as long as possible. • In the gorge area, here steep ledge and slopes prevent further selective measures, alternative solutions should be considered, including roadside grates or covered channels to allow water to flow off the road bed. These alternatives should be closely scrutinized for the ability to "blend" with the natural appearance of the roadside. Where technical solutions do not satisfy aesthetics, a "no build" philosophy will apply. • Coordinate preparation of the culvert and drainage plan with the USFS and Vermont Fish and Wildlife Service to ensure that all culverts do not hinder the movement of fish in the Middlebury River. • Address the dangerous snowmobile crossing at Hancock MM 4.5, which currently requires snowmobiles to travel on Route 125 for nearly 0.5 miles. Re-routing the snowmobile trail and crossing will be coordinated with VAST and the US Forest Service. Bridge replacement recommendations The replacement or rehabilitation of the Sand Hill Bridge in East Middlebury and the Bridge of Flowers will need to be addressed in the future. Any projects planned for these bridges should go through the VAOT Project Scoping process, which will review and evaluate options for these bridges in close consultation with the regional commission and towns. Local goals and objectives will be considered prominently in any design process. The following issues should be reviewed in the design of these bridges: Sand Hill Bridge: The approach curves to the bridge as Route 125 descends from the Gorge Area are known to be hazardous, and numerous accidents, some with fatalities, have occurred. Revisions to the alignment of the approaches, and possibly of the bridge, should be considered. However, the design must acknowledge the important function that the current bridge alignment has as a traffic-calming device for the village of East Middlebury. Advisory signs on either approach to the bridge should be used as needed. The width of the bridge should match the existing lane widths on Route 125, with appropriate shoulder widths for pedestrian and bicycle safery. The need for a sidewalk on one or both sides of the bridge should be considered in close consultation with the village of East Middlebury, and should consider the high levels of summer recreational use. The existing historic bridge represents a style of bridge that the community of East Middlebury desires to preserve. Whether rehabilitated or replaced, the bridge should have an arched structure visible from below, and have railings and sidewalls with detail similar to the existing concrete panelized design or be replaced with a more transparent type of railing/guardrail to allow views of the river. The bridge itself is an eligible National Historic Register structure and is within a designated Historic District. Rehabilitation of the bridge should be favored if feasible, and if not, replacement with a structure of comparable historic and aesthetic characteristics. The site of the Hancock, Ripton and Middlebury, Vermont page 43 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 bridge is nearby to areas of historic mill development in East Middlebury, so plans should be designed to prevent impacts upon those areas, and appropriate documentation of the sites. Impacts on the river banks and rock outcroppings should be minimized, and re-vegetation of impacted areas with native woodland river bank species should be included in the project. Bridge of Flowers: This bridge is very important in Ripton Village because its narrOw width defines a village gateway, serving to slow traffic. While not as deteriorated as the Sand Hill Bridge, this bridge is also a likely rehabilitation/replacement project in the future. The following features should be considered in the design of this bridge: • Maintain the narrow width to slow traffic. • Consider providing a pedestrian walkway in the form of a sidewalk along one side or a separate pedestrian bridge. • Minimize disturbance of stream bank vegetation during construction. • Provide similar concrete, side-wall panels to the existing bridge that will allow the continued tradition of mounting flower boxes on the railings. • Re-vegetation of the excavated steep hillside opposite the bridge. • Flower boxes. Management of Traffic Speeds, Traffic Growth and Driver Expectations The most effective way to protect corridor towns from traffic increases and impacts is to actively manage the road in ways that will temper speed. If the road is maintained as a two-lane, curving, steep route, those characteristics will influence the speed and use of the road. The following tools and techniques will be used to moderate speeds in the corridor in appropriate locations: 1) Reduce the speed limit to 40 mph between Ripton village and East Middlebury. The current 50 mph Speed signs at either end of the gorge area (near Sand Hill Bridge and just outside of village of Ripton) are very misleading, and imply that 50 mph is a safe travel speed. The Towns of Middlebury and Ripton and the VAOT should jointly petition the Traffic Committee, which establishes speed limits, to reduce the speed limit here to 40 mph or lower. In order to demonstrate public sentiment in favor of this change, the Traffic Committee should be asked to hold the hearing locally, in East Middlebury or Ripton. If this petition is unsuccessful, the 50 mph signs just east of the Sand Hill Bridge and just west of Ripton village should be replaced with "End Speed Zone" signs. Other 50 mph signs should be removed in locations where that speed is clearly not safe, such as by the Breadloaf Campus. Eastern segments of the road with existing highway-like characteristics that are compatible with 50 mph speeds should be maintained. 2) Revegetation of open graveled shoulders to define a "green" vegetated roadside and narrower road. 3) Maintaining natural appearance of drainage ways and rock outcroppings. 4) In the village areas minimize the appearance of a "wide open" road: • For traffic calming and definition of a village "speed zone", maintain clear but narrow (10') travel lanes, with adequate shoulders to allow for pedestrians and bicycles. The pavement edge should be met with grass and a tree-lined buffer to reinforce the village entity and minimize the road "spread". • Minimize gravel shoulders, width of driveway curb-cuts, and open parking areas. Hancock, Ripton and Middlebury, Vermont page 44 Middlebury Gap Scenic Highway Corridor Management Plan 2 December, 1996 • Where appropriate: consider walkways, street tree planting, fencing and other "village design elements" along the roadside to allow pedestrians safe access and to remind drivers to travel slowly. • In areas where there are commercial enterprises consider whether defined on-street parking is needed, and can be designed to provide a safer, more attractive and more economically vital village street. Hancock Village Residents and businesses in Hancock want to preserve the character of the town - and not have it over-designed. However, discussions have been initiated between businesses and homeowners along Route 125 in the village and the Selectboard to pursue some possible alterations to the intersection of Route 100 and Route 125. These could include changes to accomplish the following: 1) Reduce travel speeds 2) Better define vehicular turning areas with slow turning speed. 3) Provide safe pedestrian crossings. 4) Safe on-street parking. 5) Address drainage problems at corner around Hotel building. Informational and Interpretive Signage In general, minimize the number and size of signs, to keep the highway natural and uncluttered. At the same time, there is great pride in the corridor's history and status as a scenic highway, and as the Robert Frost Memorial Drive. Local communities could work in partnership with the VAOT and others on some of the following initiatives, to increase public awareness of the road's special status, its history and its environment: 1) Periodically review existing highway signs, and consolidate or reduce the number where possible. 2) Provide signs showing the location(s) of public rest rooms in the Green Mountain National Forest (i.e. Robert Frost Wayside, Texas Falls). 3) Replace the bike symbol signs with a "Share the Road" sign that sends the message to motorists that they should expect to find pedestrians and bicyclists along the roadway, and that they have a right to share the roadway. 4) Moose education and awareness could be improved in a coordinated effort of the USFS, VAOT, and the Vermont Fish and Wildlife. lill educational kiosk, possibly at the Robert Frost Wayside, could be combined with a creative display that shows the size of moose, and lets visitors know about their habits, and the hazards they can pose to motorists. 5) Evaluate the need for a snowmobile crossing sign at Hancock MM 4.5, after the dangerous crossing situation is addressed. Hancock, Ripton and Middlebury, Vermont page 45 Middlebury Gap Scenic Highway Corridor Man.agement Plan 2 December, 1996 In order for the towns to have maximum benefit of the goals, objectives and actions in this Corridor Management Plan, the plan should be adopted in accordance to the measures laid out in the Scenic Highway [Road] Law, Public Act No. 58 of 1977, with special attention to the amended Section 2 10 VSA 425. This will require the submission and acceptance of this plan by the Scenery Preservation Council and referral to the State Transportation Board for their adoption. In order for the towns to be able to submit the Corridor Management Plan as Act 250 evidence, the Corridor Management Plan should be formally adopted as part of each Town Plan. Towns whose plans are "confirmed" by the Regional Planning Commissions under Title 24, Chapter 117, can influence state agency plans and projects. State agency plans must be consistent with confirmed local plans. Local ordinances could be adopted by each town requiring local review and approval for certain maintenance operations. Public input to the Corridor Management Plan process indicated the desire on the part of each local town to preserve local decision-making and authority with the Selectboards and planning commissions, as it was felt that these local boards should hold ultimate responsibility. This plan should be reviewed and updated as needed at least every five years, which is to be initiated by the Regional Planning Commission staff, as part of their work programs. The review should be conducted by a committee consisting of a representative from each of the following bodies: The Towns of Hancock, Ripton and Middlebury; the VAOT Planning and Maintenance Divisions; and the Green Mountain National Forest. Staff assistance will be provided by the Regional Planning Commissions. The role of this committee will include: • Review the need for mitigation of any emergency repairs that were conducted. • Review and update of the Corridor Management Plan at least every five years. The following tasks will be completed by the Addison County Regional Planning Commission: • Coordinate the petition of the Traffic Committee to reduce the speed limit in the gorge. • Coordinate or facilitate efforts to conduct wildflower plantings in the Robert Frost Trail area. • Seek funds to prepare the culvert and drainage management plan. o Evaluate the need for any changes to the bicycle signs in the corridor. e Adopt the Corridor Management Plan as part of the Regional Plan. The Two Rivers-Ottauquechee Regional Commission will be responsible for the following tasks: • Coordinate or facilitate efforts to re-design the snowmobile crossing at Hancock mm 4.l. • Adopt the Corridor Management Plan as part of the Regional Plan. Hancock, Ripton and Middlebury, Vermont page 46