DRAFT CRCOG AND CITY OF NEW BRITAIN FINAL REPORT
Connection to CTfastrak Section
January 2019
PREPARED FOR
IN COORDINATION WITH The City of New Britain, CT The Towns of Plainville and Southington, CT Connecticut Department of Transportation The full Public Review Draft of the Connection to CTfastrak Public Review Draft report, including its attachments, can be found at www.gapclosurestudy.com.
For questions or more information, please contact:
Tim Malone Principal Planner Capitol Region Council of Governments 241 Main Street Hartford, CT 06106 (860) 724‐4221
Comments on the public review draft are requested by Friday February 8, 2019. Gap Closure Trail Study
Acknowledgements
The study wishes to acknowledge the following agencies who provided representation to the project’s management team and Steering Committee, reviewing draft technical and public outreach work products.
► Capitol Region Council of Governments ► City of New Britain ► Connecticut Department of Transportation ► Connecticut Department of Energy & Environmental Protection ► East Coast Greenway Alliance ► Farmington Valley Trails Council ► Bike New Britain ► Plainville Greenway Alliance ► Plainville-Southington Health District ► Town of Plainville ► Town of Southington
The sponsors and this study, along with the Steering Committee, wish to thank the bicycle and pedestrian advocacy organizations for their tireless efforts supporting and advocating for safer facilities for all users.
The Gap Closure Trail Study explored alignments to close the gap in the Farmington Canal Heritage Trail through Plainville, CT, and a connection to the existing CTfastrak station in New Britain, CT. The process described in this report was used for both trails, but the focus of this report is on the east-west connection between the gap of the Farmington Canal Heritage Trail in Plainville and the connection to the CTfastrak station in New Britain. The north-south trail gap of the Farmington Canal Heritage Trail is discussed as a separate, companion report.
This report is prepared in cooperation with the U.S. Department of Transportation (including its participating agencies) and the Connecticut Department of Transportation. The opinions, findings, and conclusions expressed in this publication are those of the Capitol Region Council of Governments and do not necessarily reflect the official views or policies of the Connecticut Department of Transportation and/or the U.S. Department of Transportation.
Acknowledgements i Gap Closure Trail Study
Table of Contents
Acknowledgements ...... i
Executive Summary ...... 1 Introduction...... 1
Public Outreach...... 2
Existing Conditions...... 2
Alternatives Evaluation...... 3
Preferred Alignment (Alignment E)...... 4
Schedule and Cost...... 6
1 Introduction ...... 7 Vision and Objectives...... 8
Purpose of This Study...... 9
Who was Involved...... 9
How This Report is Organized...... 12
2 Study Background ...... 13 Study Area...... 13
Previous Studies...... 13
Study Area Existing Conditions...... 17
Policy and Project Development Considerations...... 28
3 Alternatives Analysis ...... 31 Overview...... 31
STEP 1: Screening of the Long List of Potential Alternatives...... 32
Development of the Short List of Alignments...... 34
STEP 2: Alignments Evaluation...... 36
ii Table of Contents Gap Closure Trail Study
4 Preferred Alignment Connection to the CTfastrack Station .....41 Introduction...... 41
Downtown Plainville Section...... 42
Central Section...... 43
Downtown New Britain Section...... 45
5 Implementation and Next Steps ...... 47 Outstanding Areas of Concern...... 47
Funding...... 52
Construction Phasing...... 53
Schedule...... 55
Attachments
Attachment A Public Involvement Summary
Attachment B Existing Conditions Assessment Report
Attachment C Alternatives Screening and Evaluation Report
Attachment D Alignment E Mapbook
Table of Contents iii Gap Closure Trail Study
List of Tables
Implementation Timeline...... 6
Summary of Gap Closure Trail Study Public Outreach Activities...... 10-11
Alternatives Screening Framework...... 33
Alignments Evaluation Framework...... 35
Weighted Results of New Britain Alignments...... 37
Overall Performance of New Britain CTfastrak Trail Alignments...... 38
Weighted Results of Plainville Alignments...... 39
Overall Performance of Plainville FCHT Alignments...... 40
Implementation Timeline...... 56
List of Figures
Figure ES-1 Overview Map of Preferred Alignment E in New Britian and Plainville, CT...... 5
Figure 1 Study Area Map...... 19
Figure 2 Town Property Map...... 20
Figure 3 Environmental Features Map...... 25
Figure 4 Zoning Map...... 26
Figure 5 Transportation Network Map...... 29
Figure 6 Stress Level Map...... 30
Figure 7 Woodford Avenue Road Diet Illustration...... 43
Figure 8 Vicinity of Corbin Avenue Before and After Illustration...... 44
Figure 9 Curtis Street Before and After Illustration...... 46
iv Table of Contents Gap Closure Trail Study
EXECUTIVE SUMMARY
Introduction
The Gap Closure Trail Study, led by the The Preferred Alignment for this section Capitol Region Council of Governments (referred to as Alignment E) is an (CRCOG) in partnership with the approximately 4.9-mile multi-use trail Connecticut Department of beginning in downtown Plainville and Transportation (CTDOT), identifies a ending at the CTfastrak station in New preferred alignment for a multi-use trail Britain, roughly parallel to Route 72 and connection between the Farmington Black Rock Avenue. Nearly the entire Canal Heritage Trail (FCHT) in Plainville length of the preferred alignment (up to and the downtown New Britain 92 percent) is comprised of an off-road CTfastrak1 station. Although the multi-use trail. process also identified a preferred alignment for the gap in the FCHT in Plainville, the focus of this report is the connection from the FCHT to the CTfastrak Station in New Britain.
1 CTfastrak is a regional bus rapid transit (BRT) system currently operating between the downtown Hartford, CT station and the station in downtown New Britain, CT.
Executive Summary 1 Gap Closure Trail Study
The Steering Committee created the following vision for the study:
To connect the communities with a world-class, multi-use trail that closes the
“gap in the FCHT through the towns of Southington and Plainville with a connection to the CTfastrak station in downtown New Britain. These links will prioritize“ safety, comfort, and mobility for all users, regardless of age or ability, through cohesive and attractive trails that promote economic and community vitality.
Public Outreach
The Gap Closure Trail Study was led by a Public involvement was a key element of Project Steering Committee consisting the Gap Closure Trail Study. The effort of the following regional and local held 7 public meetings, published 3 agencies: project newsletters, hosted a booth at community events, and met with scores ► CRCOG of community members/property ► City of New Britain owners and other project stakeholders ► Town of Plainville in small group settings. The project website ► Town of Southington www.gapclosurestudy.com was launched ► CTDOT in July 2016 and was updated on a ► East Coast Greenway Alliance regular basis to include project reports and meeting materials, so that members ► Farmington Valley Trails Council of the community could stay up to date ► Plainville Greenway Alliance on all project progress. ► Plainville-Southington Health District The public involvement process is ► Connecticut Department of Energy ongoing and public input is always and Environmental Protection welcome. During the design phase (CTDEEP) there is a required public informational ► Bike New Britain meeting and the design team will continually accept public input throughout the design process.
Existing Conditions
The effort built upon findings from Master Plan Report. It also has been previous efforts including the 2008 informed by a review of existing Plainville Greenway Alliance Report, the conditions, including an assessment of 2009 Greenway Study, and the 2009 compatible land uses within Plainville,
2 Executive Summary NEWSLETTER 3 | JANUARY 2018
CLOSURE TRAIL STUDY Plainville • Southington • New Britain The public review draft of the Gap Closure Trail Study is now available! This public review draft summarizes the process to identify and evaluate potential trail alternatives that would close the remaining gap in the Farmington Canal Heritage Trail (FCHT), and describes in detail the resultant trail alignment recommendations. This draft report focuses on the north/ south trail alignment in Plainville, and not on the east/west connection to CTfastrak in New Britain. The public is invited to review this draft, available on the project website at www.gapclosurestudy.com, and provide comment on or before Monday, February 12, 2018. Comments will be reviewed by Plainville Town Council later in February, 2018.
Thank you to the almost 200 community members who attended our last public workshop October 18th. The feedback received at this meeting helped us refine the preliminary preferred alignment and prepare the public Gap Closure Trail Study review draft report We will be hosting a Public Hearing on the public review draft: Southington, Mondayand New Britain, February and a 5th, streetsfrom on6:00 which – there8:00 is P.M. the greatest review of the transportationPlainville system Middle Schoollevel of comfort Auditorium with walking and cycling including barriers (e.g.,150 railroads, Northwest Drive,within Plainville, the study area. CT. This analysis waterways, and the airport) and a PleaseLevel attend!helped to inform the initial development of Traffic Stress analysis which identifies of potential trail alignments. Alternatives Analysis Criteria used to Identify Preferred Alignment As part of the planning process a long list of alternatives During the process a range of Criteria were used to identify Alternativeswere shortened Evaluation down to the Preferred Alignment. the Preferred Alignment.
Long List of Potential Alternatives Fall 2016/ Capability to Remain Off Road (6 in New Britain, 14 in Plainville) Winter 2017 Connectivity
Short List of Practical L Safety and Feasible Alternatives Spring/ b Security Summer 2017 (2 in New Britain, 4 in Plainville) Potential Property Impacts Potential Environmental Impacts Preliminary Preferred Alternative(s) Fall 2017/ (1 in New Britain, 1 in Plainville) Winter 2018 # Estimated Costs Alignment E Alignment C
The planning study analyzed a long list of Four criteria – major off-road element; potential alternatives based upon a well- avoiding major right-of-way impacts; established alternatives screening and avoiding undue reliance on the rail right- evaluation methodology and broad of-way; and not overly circuitous – public input and consensus-building. It proved to be critical in narrowing the list provides a recommended trail alignment of potential alternatives. A public which could be advanced into the design meeting in May 2017 provided critical phase. The community played a central feedback that informed both the role in developing a long list of 6 screening and evaluation steps. potential alternatives to connect with the CTfastrak station and 14 potential The shortlisted alignments were alternatives for the FCHT Gap Closure developed to the extent that they could connection. Each of these were then be evaluated on a qualitative scale screened against 7 criteria, see Screening against the following 6 evaluation Criteria and Threshold chart on page 4 criteria, see Evaluation Criteria and (Step 1: Alternatives Screening). Factors Considered chart on page 4.
The Steering Committee at a meeting in Alignment E in New Britain/Plainville April 2017 forwarded a shortlist of 2 performed best from this evaluation, as practical and feasible alternatives in New did Alignment C in Plainville. These two Britain, and 4 practical and feasible alignments became the effort's Preferred alternatives in Plainville, onto the next Alignments, performing best in relation step (Step 2: Alternatives Evaluation). to their capability to remain off-road, their connections with both residential
Executive Summary 3 Gap Closure Trail Study
areas and destinations, and their public meeting in October 2017 provided minimization of right-of-way impacts and critical feedback that informed the intersections, driveways and roadways. A refinement of the Preferred Alignment.
SCREENING CRITERIA THRESHOLD
Connection with CTfastrak (New CTfastrak station (New Britain) Britain) Connects to Northwest Drive at the north Connection with Farmington and Town Line Road at the south Canal Heritage Trail (Plainville) (Plainville)
Connection with downtown Connects with Main Street somewhere Plainville between Woodford Avenue and Rte 177
Major off-road element More than 75% off-road
Avoids significant ROW impacts Fewer than 30 Avoids permanent impacts to Pan Am rail Avoids undue reliance on line connecting to Waterbury and Plainville Rail Right of Way Rail Yard Fewer than three at-grade rail crossings Not more than double straight-line Avoids being overly circuitous distance
EVALUATION CRITERIA FACTORS CONSIDERED
Connections to people and recreational resources Connectivity Connection to FCHT Preferred Alignment (CTfastrak connection)
Traffic speeds, crash history, number of Safety driveways, and traffic volumes
Security Options for access/egress
Potential Property Impacts Easements needed, ease of construction
Potential Environmental Floodplains, wildlife habitat, hazardous Impacts materials, historic/cultural, and recreational
Estimated Costs Order of magnitude lifecycle costs
Preferred Alignment (Alignment E)
Alignment E is an approximately 4.9-mile length of the preferred alignment (up to multi-use trail beginning at the proposed 92 percent) is comprised of an off-road FCHT connection in downtown Plainville multi-use trail. The trail is assumed to be and ending at the CTfastrak station in between 10’ and 12’ in width in most New Britain, roughly parallel to Route 72 places, and designed to standards set and Black Rock Avenue. Nearly the entire forth by CTDOT and by the American
4 Executive Summary Gap Closure Trail Study
Anticipated lane shift to accommodate wider sidewalk Approximate end of Connects to Alignment C Approximate end of potential Town road diet potential Town road diet Existing buffered bike lanes on Columbus Boulevard Approximate start of Anticipated wing wall modification potential Town road diet Anticipated box culvert under Crooked Street Existing bike lane on Columbus Anticipated culvert extension Boulevard Final position of multi-use trail to be determined based Approximate start of on design of Town road diet potential Town road diet Anticipated retaining walls Utilizes existing RR grade crossing
Figure ES-1 Overview Map of Preferred Alignment E Gap Closure Trail Study
Association of State Highway and Control Devices (MUTCD), and the Transportation Officials (AASHTO), the Americans with Disabilities Act's (ADA) Federal Highway Administration’s Public Right-of-Way Accessibility (FHWA) Manual on Uniform Traffic Guidelines (PROWAG).
Schedule and Cost
The implementation of the Preferred • Phase 3 – West Main Street/Route Alignment is proposed to be developed 555 to CTfastrak Station, New in three phases: Britain (1 mile)
► Project Development – would solidify Based on the 2017 CTDOT Cost funding, determine state or federal Estimating Guidelines, the conceptual environmental review, and prepare a construction cost estimate for the scope for the next phase. Preferred Alignment (Alignment E) is ► Design and Permitting – would approximately $15 million, or about $3 design the trail to prepare it for million/mile. This per mile cost is in line construction. Environmental with the per mile costs for the most- assessments and permits are included recently constructed sections of the in this phase. During the design FCHT in Cheshire and Farmington (which phase, there are a number of issues were constructed at $2.8 million/mile). that need to be looked at based on It should be noted that any discussion public feedback. These are of, or access to, funding is predicated documented in this report but upon a local planning process having include concerns regarding privacy of been completed and approved by the residents, safety on streets, liability, municipality. Once the study is maintenance, and environmental endorsed by the City of New Britain and impacts. the Town of Plainville, it is expected that ► Construction – three phases of CRCOG will formally adopt/approve the construction are assumed: Plan and forward it to CTDOT with a • Phase 1 – Pierce Street to Crooked request that the design of the project be Street, Plainville (1.5 miles). initiated. CTDOT will likely evaluate the request and attempt to identify a • Phase 2 – Crooked Street, funding source for this project. Plainville to West Main Street/ Route 555 in New Britain (2.4 miles)
Implementation Timeline
YEAR 1 YEAR 2 YEAR 3 YEAR 4 YEAR 5
Design Gap Closure Project Phase 1 Phase 2 Phase 3 and Trail Study Development Construction Construction Construction Permitting
6 Executive Summary Gap Closure Trail Study
1 INTRODUCTION
The Gap Closure Trail Study, led by the Capitol Region Council of Governments (CRCOG) in partnership with the Connecticut Department of Transportation (CTDOT), identifies a preferred alignment connection between the Farmington Canal Heritage Trail (FCHT) in Plainville and the downtown New Britain CTfastrak station. Although the process identified a preferred alignment for the gap in the FCHT in Plainville, the focus of this report is the connection from the FCHT to the CTfastrak station in New Britain.
Introduction 7 Gap Closure Trail Study
Vision and Objectives
The study focuses on the connection to Vision Statement CTfastrak in New Britain. The CTfastrak As created and adopted by the Project multi-use trail is an existing 5-mile Steering Committee, the vision for the multi-use trail that runs adjacent to the FCHT and CTfastrak Gap Closure study bus rapid transit (BRT) system beginning is to connect the communities with a in Newington, CT and terminates at New world-class, multi-use trail that closes Britain’s BRT station. Connecting the the gap in the FCHT through the towns CTfastrak trail with the FCHT would of Southington and Plainville with a ultimately create a vital walking/ connection to the CTfastrak station in bicycling connection between the State’s downtown New Britain. These links will longest regional trail and the Capitol prioritize safety, comfort, and mobility City of Hartford. The existing CTfastrak for all users, regardless of age or ability, multi-use trail is approximately 4.91 through cohesive and attractive trails miles from the FCHT. that promote economic and community A separate trail alignment, analyzed vitality. using the same process as the CTfastrak connection, is the last significant gap in Objectives the FCHT, an 84-mile bi-state, multi-use The study has two distinct objectives: trail that extends from New Haven, CT to Northampton, MA. Nearly the entire ►► Identify a connection to the fastrak FCHT in Connecticut is either complete CT station and existing or in design/construction. In addition to bicycle/pedestrian infrastructure being a major portion of the East Coast network in downtown New Britain. Greenway (ECG), when complete, the ►► Identify a preferred alignment in FCHT will directly link 15 municipalities order to close the gap in the FCHT in two states. The Gap in the FCHT through Plainville. extends from Northwest Drive, where The study also supports the Department the existing FCHT terminates, south to of Transportation’s statewide Gap Town Line Road in Southington. Closure Program goal of closing all gaps in the East Coast Greenway.
A section of the CTfastrak Multi Use Trail
8 Introduction Gap Closure Trail Study
Purpose of This Study
The purpose of this study is to identify a evaluation methodology and broad preferred alignment for a multi-use trail public input and consensus-building. It connection from Plainville to the provides a recommended trail alignment, Downtown New Britain CTfastrak supported by the community, which station, and to identify a preferred could be advanced into the design and alignment for the gap in the FCHT construction phases. This planning study through the Town of Plainville, through a does not advance or recommend a collaborative consensus-building process detailed design, rather it lays out a that utilizes extensive public and blueprint for the design by identifying stakeholder engagement. challenges and opportunities of the preferred alignment which will provide This planning study analyzed a long-list critical guidance to the subsequent of potential alternatives based upon a Cities have phases of project development. “ well-established alternative screening/ the capability of providing Who was Involved? something for The Gap Closure Trail Study was led by a ►► Plainville-Southington Health District everybody, only Project Steering Committee consisting of ►► Connecticut Department of Energy because and only the following regional and local agencies and Environmental Protection
state-wide:
when they’re (CTDEEP) ►► CRCOG ►► Bike New Britain created“ by ►► Town of Plainville In addition, community members from everybody. ►► City of New Britain all three communities and beyond were ►► Town of Southington consistently involved throughout the study via accessible public workshops, ►► CTDOT website updates, email blasts, ►► East Coast Greenway Alliance newsletters and press releases, online - Margaret Mead ►► Farmington Valley Trails Council surveys, and other events. Outreach materials were also provided in both ►► Plainville Greenway Alliance (PGA) Spanish and Polish.
Gap Closure Trail Study Mobility Bike Tour in July 2016
Introduction 9 Gap Closure Trail Study
The table below summarizes the public and notes from community meetings. outreach activities conducted as part of Public outreach would continue to be an the study. Attachment A provides a more important part of the project as it moves detailed description of these activities, into its next phase, design.
Summary of Gap Closure Trail Study Public Outreach Activities
No. Outreach Activity Timing Who Was Involved?
1. Community July 26, 2016 • Members of the public participated, Meetings October 3, 2016 representing the communities of Plainville, October 4, 2016 Southington, New Britain, and other October 6, 2016 communities nearby May 22, 2017 • Most meetings were interactive, with a October 18, 2017 workshop format, and attracted between 10 and February 5, 2018 200 people each • Press releases and meeting notifications were available in English, Polish, and Spanish
2. Project Newsletters Summer 2016 • Newsletters were distributed to all who joined Summer 2017 the project distribution list. Further distributions Winter 2018 were managed by members of the Steering Committee to various groups and organizations • Newsletters were made available in Polish and Spanish
3. Project Website Launched July 2016 • The project website served as a repository for Updated monthly maps, presentations, and other materials to (approx.) keep the public informed about the project and its status • E-mails were sent to all those who signed up for the project distribution list when major web updates were made or in advance of public meetings
4. Discovery Week July 2016 • 12 Focus Group meetings • Meeting with Steering Committee • Bicycle Audit in Plainville and New Britain
5. Booths and Summer 2016 • 2016 Discover New Britain Bike Ride Outreach at Fall 2016 • 2016 Cross the State Ride in Plainville Community Events Summer 2017 • 2016 Pumpkin Festival and Rides • 2017 New Britain Bike Rodeo
10 Introduction Gap Closure Trail Study
Summary of Gap Closure Trail Study Public Outreach Activities (cont.)
No. Outreach Activity Timing Who Was Involved?
6. Steering Committee April 2016 • Meeting notices published in the towns of Meetings July 2016 Plainville, Southington, and the City of New October 2016 Britain November 2016 • Public comment was taken at each meeting, April 2017 and was an official agenda item July 2017 • Open to all members of the general public January 2018
7. Presentations to November 2016 • Open to all members of the general public Town and City June 2017 • Presentations to New Britain City Council, Councils December 2017 and/or Plainville Town Council, followed by February 2018 receipt of public comment • Notices published with Town Clerks
8. Town Manager Regular • Open to all members of the general public Updates to Town • Regular updates by Town Manager to Town Council (Plainville) Council on project status and progress • Public notice released in Town Council meeting agenda
9. On-Line Surveys July 2016 • Open to all members of the community and April 2017 general public • Posted to project website and distributed widely • Distributed in paper form at the library and town hall • More than 600 respondents to Survey 1 (existing conditions) and 300 respondents to Survey 2 (facility type)
10. Stakeholder Summery 2016 • Discussions were held with stakeholders and Outreach Fall 2017 potentially affected property owners as the project was mobilized, and as the preferred alignment was identified and refined, to discuss potential impacts and benefits. A representative list of stakeholders consulted: • Tunxis Community College • Central CT State University • Pan Am Railways • Carling Technologies • Property Owners along alignment
Introduction 11 Gap Closure Trail Study
How This Report is Organized
This report focuses on describing the strategies, and areas of significant preferred alignment(s). However, it also community feedback. The focus of this includes a summary of study highlights report is the connection to the in terms of existing conditions, CTfastrak station in New Britain. evaluation process, implementation
Vision Purpose How This Who was and of the Report is Involved? Objectives Study Organized? INTRODUCTION
Land Use Existing Previous Study and Studies Area Forecasted Review STUDY Conditions Transportation BACKGROUND
Screening Short List of Long List of Evaluation Questions Practical and Potential Criteria and Feasible Alternatives and Results Results Alignments ANALYSIS ALTERNATIVES
Alignment E
Areas of Narrative Alignment E Community Further Overview and Map Feedback Design
PREFERRED Visualization ALIGNMENT Resolution
Outstanding Construction Areas of Funding Schedule Phasing Concern & NEXT STEPS IMPLEMENTATION
12 Introduction Gap Closure Trail Study
Study 2 Background
Study Area
The study area for this project station, both north and south of Route encompasses portions of New Britain 72 (see Figure 1). It also includes all of between Plainville and the CTfastrak Plainville.
Previous Studies
Several previous studies have been mile corridor was studied from the undertaken to explore ways to close the perspective of improving safety and gap in Plainville and New Britain. These pedestrian and bicycle access, asking the are briefly described below. question about how to best use the expansive right-of-way along the Woodford Avenue corridor that had been built to Comprehensive Study and expressway standards prior to the Redesign construction of I-84, Route 72, and Route 372. Woodford Avenue can The Central Connecticut Regional accommodate traffic volumes that are Planning Agency (CCRPA) in 2013 much higher than those seen on the proposed a feasibility study of a redesign road today or forecasted in the future. of Woodford Avenue from East Main Ultimately the study recommended a Street in Plainville to the Plainville/New “road diet” for Woodford Avenue, Britain line at Black Rock Avenue. This 1.5
Study Background 13 Gap Closure Trail Study
granted to any town in Connecticut. transportation and regional connectivity. The Plainville to Southington greenway appears as a high-priority The third and final section of the trail in alternative transportation project in the agency’s regional Southington will connect the Linear Park with the trail in Plan of Conservation and Development, regional Long Plainville, to the north. This section faces the same Range Transportation Plan for 2007-2037, and Central difficulties as Plainville’s: active rail and an as-yet Connecticut Plan for Alternative Transportation and disinterested rail company. Health (CCPATH), written in 2005. RecommendedSOUTHINGTON-PLAINVILLE "road diet" GREENWAY for Woodford Avenue from the 2013 CCRPA Study In August, 2008, representatives of Southington COMMITTEE converting the up to 28’ wide travel lanes Earlyand Plainville, Efforts together withRelated the PGA and to CCRPA, joined to a moreCompletion standard of the (12’-14’)Farmington width,Canal Heritage and FCHTto form the Connection Southington-Plainville Greenway Committee. convertingTrail is a project remaining of state and regional width significance. for a Awarded a $5,000 DEP Greenways Small Grant by the
landscapingFinished sections buffer of greenway and trails bicycle around theand state have InConnecticut 2004, two Greenways Yale University Council, the committee students, set outin to pedestrianproven invaluable infrastructure. open space, recreation, Part ofconservation, the partnershipdevelop a logical with route thefor a greenwayFarmington that would Canal close and economic development resources. Creating two Rail-to-Trailthe Southington Association-Plainville gap. (FCRTTA), analysisAlliance (PGA). was The the PGA potential is a local, grassroots for a transfer put on hold. continuous, off-road routes that permit travel through the conducted a rail-to-trail feasibility study oforganization ownership fighting from for bicycle CTDOT and pedestrianto the Town friendly of state will bring enormous benefits to the towns through for Plainville.At this time, That the Town study and helpedthe PGA are the both Plainville,trail facilities withinwhich the could Town of be Plainville. facilitated with anxious to get trail construction underway. The two have thewhich construction the trails pass, and of to roadway the state as upgrades. a whole. Plainville Greenway Alliance (PGA) In 2004, under the guidance of Alan Plattus, a partnereddevelop to theircommission own a designpreferred study of routing trail options (off- in This studyThe Central was not Connecticut adopted, Regional and Planning no Farmington Canal Rail to Trail Association member and Plainville,road) and and thean Town optional has committed route staff (on-road, resources toin officialAgency (CCRPA), agreements which works resulted in both Plainville from and the Professor of Architecture at Yale University, two Yale thecase project the to preferred help ensure the route best outcome proved possible. analysis,Southington, however, is a strong advocateit was usedfor alternative to inform students did a feasibility study of a rail-trail in Plainville. infeasible) of the trail through Plainville, the development of alternatives in the TRAIL PLANNING: SOUTHINGTON That document helped the PGA move toward their own Gap Closure Trail study that connected completed in 2008. The preferred vision of a preferred trail route, which was completed in Impetus for the trail in Southington came from Plainville with the CTfastrak station in alignment used Pan Am railways Right- December 2008 (shown below). theof-Way town itself. from The NorthwestTown Conservation Drive Commission to Cronk New Britain. began pushing forward on constructing the trail in the The Town of Plainville has been working toward late 1990s. The first section of the trail, Southington’s building the trail since 2005, when it first contacted what Linear Park, opened to the public in 2003. This initial was then Boston Maine / Guilford Transportation about section stretched from West Main Street north through acquiring the land from Northwest Drive south to the the Plantsville section of town to Hart Street. The second Pequabuck River. The deal fell through in 2006 when the section, running from West Main Street south to the track in question was deemed “critical to railroad Cheshire town line, has been designed, and was awarded operations.” The Town contacted the rail again in 2008 nearly $3.5 million in American Recovery and about acquiring an easement on the same property. At Reinvestment Act funds in March, 2009—the largest that time, however, the rail company was being amount of Transportation Enhancement Project funds purchased by Norfolk Southern, and all negotiations were
7
Preferred and optional trail routes through Plainville from the 2008 PGA Report
Plainville Greenway Association’s Proposed Route, completed December 2008
14 Study Background 6
the rail. Although appealing, the bridge over the rail yard considered very safe in either town for pedestrians or less is relegated to a future vision due to expense, logistics, advanced cyclists. By circling so far to the east, the route and the need for extensive negotiations with the rail also bypasses much of Plainville’s central business district, company regarding height restrictions. reducing the economic benefits that would accrue to the town due to the trail’s presence, and depriving trail users INTERIM EAST COAST GREENWAY ROUTE of easy access to amenities in town. The Interim East Coast Greenway Route was The interim route is only temporary, however. established by the East Coast Greenway Alliance as a Once the trail in Plainville and Southington has been temporary, on-road way to connect trail segments to the constructed, the East Coast Greenway will be re-routed north and south. It is less than ideal. The route circles east along it. along a fairly difficult and heavily trafficked route that is Gap Closure Trail Study advisable only for skilled cyclists. The route is not OTHER CONSIDERATIONS
Proposed Greenway Routes in Plainville from the 2009 Greenway Study
Road. It built a bridge over the Pan Am corridor made a combined on- and off- railyard, went through downtown road system more feasible. 10 Plainville, and used local roads (Pierce, Bank, South Canal, and Prior) to Norton Within Plainville, the preferred route Park, continuing south along the path of would rely on the inactive rail bed north the historic Farmington Canal. This study of downtown and the existing active rail did not include a construction cost yard, connecting through downtown on estimate. Main Street (Route 372), before rejoining local roads to the west of the active rail. Southington-Plainville The potential future route referred back Farmington Canal Greenway to the 2008 PGA routing showing a Study (Greenway Study) bridge over the rail yard, making a more direct north-south connection through Starting in August 2008, the downtown. Southington-Plainville Greenway Committee continued the trail route The Study concluded that the Plainville planning process. Their study, published section of the preferred route would cost in 2009, identified a preferred and a approximately $1.2 million (in 2008 potential future route. The 2009 study dollars). The map above is shown as delved into more detailed concept presented in the Greenway Study. design analysis than the PGA report, and identified alternative routings in Master Plan Report: Design constrained sections. This study Study of a Multiuse Trail – established preliminary cost estimates. Plainville, Connecticut The study noted that the likely optimal As an outgrowth of the Greenway Study, route for the trail would follow the the Town of Plainville and the PGA existing rail corridor, but that the applied for and received a Contingency presence of active rail in segments of the Needs Grant from the Office of Policy
Study Background 15 Gap Closure Trail Study
SOUTHERN CENTER NORTHERN SECTION SECTION SECTION
Schematic Trail Routes from the 2009 Master Plan Report and Management (OPM), with which the Facility. From here the trail would join Town commissioned a 2009 Design Study, the rail bed and continue to the town resulting in a Master Plan Report. The line. The Master Plan included an at- Master Plan sought to refine the preferred grade and a bridge crossing alternate trail route in Plainville by means of a for crossing Northwest Drive. contextual site review. ►► Center Section – The center section of the preferred alignment, from Broad Like the Greenway Study, the Master Plan Street to Route 72, would use on-road worked on the assumption that the trail facilities to connect to and through would need to consider routing outside downtown. The preferred routing would the active rail. The study team examined use Broad Street, Pierce Street, East five alternative routings before arriving at Main Street, and Route 10. a preferred routing with smaller alternate route sections. The preferred route ►► Southern Section – In the southern included on- and off-road segments. The section of the preferred alignment, alternative trail routes and the preferred from the Southington border to Broad route are shown above. Street, the trail would use a combination of on- and off-road Overall, the preferred routing was very treatments. Starting on Robert Jackson similar to that recommended in the Way on-road, the trail would cross Greenway Study, and was broken down by several private parcels before traversing segment as follows. Norton Park as an off-road facility and ►► Northern Section – From Route 72 to Hemingway Street on-road. the Farmington town line, the northern The Master Plan estimated that the cost of section continues along Route 10 to the preferred routing in Plainville would Roberts Street Extension, as an on-road cost between $6 and $9 million (in 2009 facility to the intersection with Cronk dollars). The higher costs in this study Road. The trail would then return to a versus the 2008 study may in part reflect a multi-use facility running north along finer level of detail and analysis. Cronk Road to the Water Treatment
16 Study Background Gap Closure Trail Study
Study Area Existing Conditions
This section briefly describes the existing ►► Recent streetscape and complete land use patterns and transportation streets enhancements have improved systems that informed the development mobility and sense of place in the of the trail alignments. Integration with downtown. The CTfastrak station the local land use fabric and connections anchors the eastern end of the study with the transportation network are area. essential to the success of the FCHT. It is Parks and Schools a summary of the FCHT Gap Existing Conditions Assessment Report, included ►► Integrated into the residential as Attachment B. neighborhoods along the southern portion of the study area, a system of New Britain Land Use schools, sports fields, and open space culminates in Walnut Hill Park in Due to the topographic barriers downtown New Britain. described earlier in this chapter, the study area within the City of New Britain is ►► The New Britain Museum of American limited to a defined corridor surrounding Art is another important destination Route 72. Land uses within this area near Walnut Hill Park. include commercial, industrial, residential, ►► In addition, the Central Connecticut and open space. As with Plainville, State University (CCSU) Institute of existing land uses within New Britain may Technology and Business Development affect alignments and connections for the is located on Main Street. linkage to the CTfastrak station and Activity Generators multi-use trail. ►► Primary activity generators within New Commercial and Industrial Districts Britain tend to be clustered around the ►► North of Route 72 and west of Corbin downtown and the Route 72 corridor. Avenue, industrial and railway uses The study will analyze specific activity dominate. On the east side of Corbin generators, and their potential impact Avenue and north of Route 72, uses on trail alignments during the shift to commercial shopping centers evaluation of alternatives. with limited residential. Zoning Residential Neighborhoods ►► Zoning within the New Britain study ►► South of Route 72, single-family area shows industrial and commercial residential neighborhoods are the uses along Route 72 and the rail line, predominant land use. These prominent commercial use in the neighborhoods have a fine-grained downtown, and a mix of single-family pattern of private property ownership and multi-family residential, with that could affect trail routing. They are higher densities closer to downtown. also origins for trail users, and provide Environmental Justice primary connection opportunities. ►► As part of the alternatives evaluation, Downtown the study considered potential ►► Downtown New Britain is a vibrant disproportionate impacts to minority urban center, with commercial, and low-income communities. residential, cultural, and governmental ►► Data collected from the U.S. Census land uses. Bureau and the CRCOG indicate that Study Background 17 Gap Closure Trail Study
Primary and Secondary Environmental ►► The 5-mile CTfastrak multi-use trail Justice (EJ) Areas exist within the New between the New Britain CTfastrak Britain portion of the study area. station and the Newington Junction CTfastrak station forms a primary spine New Britain Transportation in the multimodal network. Roadway Network ►► Many New Britain parks have multi-use ►► The limited access highway Route 72 trails or roads with limited traffic to and the paralleled arterial roadway make recreational or “cut-through” Route 372 present a barrier and bicycling comfortable. constraint to potential north-south trail ►► Facility types are described in further crossings. detail on Page 28 and 29 of this report.
►► Woodford Avenue and Black Rock Active Rail Avenue have lower traffic volumes and ►► Within the New Britain study area, speeds, and are currently used by many approximately 4.9 miles of rail line cyclists to travel between Plainville and crosses existing roadways at several New Britain. Several sections of these locations in both grade separated and roads have wide travel lanes that may at grade configurations. accommodate bicycle and/or pedestrian facilities. A mile-long section of Black ►► Rail crossings present a potential Rock Avenue within New Britain constraint to trail alignments, and any currently includes bike lanes, with crossings would require coordination shared lane markings east of this with the railway owner in addition to section. However, due to the quarry specific design treatments. operation, there is a large volume of Transit heavy trucks that traverse the corridor and the road frequently has gravel on it ►► The completion of CTfastrak and the as well. associated multi-use trail helped drive the inclusion of the east-west ►► Crash data showed that the intersection connection in this study. of Route 9/72 had the highest numbers of intersection crashes in New Britain ►► New Britain has a comprehensive transit and Route 555 had the most corridor service provided by CTtransit, and the crashes over the time period; none of Route 72 corridor (which is the focus of the documented crashes involved this study) is served by several local and fatalities. CTfastrak express buses. All CTfastrak and CTtransit buses are equipped with Bicycle and Pedestrian Network bicycle racks. ►► A significant and expanding system of ►► As a major transportation hub, the bicycle and pedestrian infrastructure CTfastrak station is a primary origin/ exists within the study area in New destination that will help shape the Britain. analysis of multi-use trail alternatives. ►► The City has undertaken an aggressive Complete Streets and program of installing bicycle lanes, Transit Oriented Development buffered bicycle lanes, and shared streets creating a network of bicycle ►► In 2013, New Britain adopted a friendly streets which allow bicyclists to Complete Streets Master Plan, which traverse the community. The City is also leverages the City’s compact, walkable working to fill gaps in its sidewalk downtown with the introduction of a network for pedestrians. multimodal network of transportation and urban design investments.
18 Study Background Gap Closure Trail Study
FIGURE 1 - STUDY AREA MAP DRAFT
Study Background 12 F
N N Gap Closure Trail Study F T E L G 1 Project Boundary «¬ F «¬ 1 FIGURE 2 - TOWN PROPERTY MAP DRAFT Town Boundary N !!
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2 Study Background Gap Closure Trail Study
Bicycle Level of Traffic Stress Plainville Land Use While bicyclists are legally permitted to Land uses within Plainville present ride on most public roadways, it is well opportunities and constraints to the documented that the majority of the US development of the gap closure trail. population has a low to very low Primary land use in town is residential, tolerance of the perceived danger of but the mix of uses includes a central cycling close to motor vehicle traffic. The downtown, Robertson Airport, second community online survey commercial corridors, industrial uses, conducted for this project, with 328 and open space. respondents, found that more than 80 percent of respondents were "definitely" Open Space and Riparian Corridors willing to use an off-road multi-use trail ►► Opportunities exist for the use of compared to only 10 percent of large tracts of town-owned land for respondents that would "definitely" use a the trail facility, such as Norton Park shared roadway facility. Therefore, an (see Figure 2 and Figure 3). additional factor in defining a bicycle ►► Some of these properties are primary network includes an analysis of the Level destinations that the preferred of Traffic Stress (LTS) for the existing alignment can make connections to in roadway network. order to help complete an overall A low LTS can be achieved in mixed multimodal transportation system. traffic on a low-speed, low-volume local ►► Natural features such as wetlands and street. However, as roadway width and/ floodplains along the Pequabuck River or traffic volumes increase, the LTS will present both physical challenges and also increase, creating an uncomfortable opportunities to the trail alignment space for bicyclists unless a separated, development. off-road multi-use trail is provided. ►► The Metacomet Ridge, spanning the eastern border of Plainville, limits Figure 6 applies the LTS to New Britain and Plainville’s roadway network, greatly potential east-west connections informing the alternatives identification between Plainville and New Britain and analysis process. due to its topography.
The LTS rating system has four classification levels:
►►Level 1 – non-driving teens, children, and elderly who are capable of riding on off-road shared-use paths and low speed/low volume (LS/LV) neighborhood streets, negotiating simple intersections.
►►Level 2 – a level that will be tolerated by driving teens and the mainstream adult population/casual cyclists capable of riding on off-road shared use paths, LS/LV neighborhood streets and some collector roadways.
►►Level 3 – adult cyclists tolerant to riding on off-road shared-use paths, collector roadways, and on arterial roadways with bike lanes.
►►Level 4 – confident and experienced cyclists capable of riding on any roadway legally open to bicycle travel regardless of roadway configuration, traffic speeds or traffic volumes.
Study Background 21 Gap Closure Trail Study
Residential and Commercial Districts of Plainville presents a potential ►► Single-family neighborhoods with a conflict point for trail development. fine-grained pattern of private ►► A quarry operation (Tilcon) in the property ownership could affect trail southeast quadrant of town presents routing but also provide connection potential conflicts, but is not expected opportunities. to significantly impact the trail.
►► Recent streetscape enhancements in Activity Generators Plainville’s central business district ►► Primary activity generators include have improved mobility in downtown, residential neighborhoods, schools resulting in a significant connection and libraries, public transit hubs, parks opportunity. and other trails, shopping centers, ►► Route 10 commercial corridor and major employers, and government Route 10-Route 72-Interstate 84 centers. commercial district are activity and ►► In Plainville, these areas tend to be employment centers that potentially clustered around downtown, the Route generate trail users. 10 and Route 72 corridors, and the Industrial Uses northwest quadrant of town.
►► The town-owned Robertson Airport, Zoning adjacent to the developing Northwest ►► Zoning in Plainville reflects the north- Industrial Park, in the northwest south and east-west commercial and quadrant of Plainville is an attraction. industrial spines formed by primary ►► An active rail yard immediately north road and rail facilities, along with the of downtown forms a potential more distributed pattern of residential barrier/constraint to trail development. neighborhoods (see Figure 4). ►► An industrial park along Robert Jackson Way in the southwest corner
CTfastrak Station in Downtown New Britain
22 Study Background Gap Closure Trail Study
Plainville Transportation ►► Sidewalks and crosswalks help form the pedestrian network downtown, Roadway Network but they are generally absent ►► Plainville’s roadway network includes elsewhere in Plainville. Interstate 84, a number of state ►► Facility types are described in further routes, active downtown streets, detail on Page 28 and 29 of this commercial corridors, and low- report. volume/low-speed residential streets. Active Rail ►► Many town streets have low-enough traffic volumes and speeds to ►► An active rail corridor owned by Pan accommodate a shared condition with Am Railways runs north-south bicyclists, with the potential to add through the center of Plainville, where sidewalks for pedestrians. a north-south 4.5 mile branch rail line that provides freight rail service and ►► Some roadways in town have wide an east-west rail line (6.6 miles in lanes that could be reduced to Plainville and 4.9 miles in New Britain) provide space for bike lanes and meet at the junction in downtown sidewalks, or potentially a multi-use Plainville adjacent to the Police trail within the right of way. Station. Pan Am operates a railyard ►► Route 72 and Interstate 84 pose immediately next to and north of constraints for any potential crossing Plainville Town Center. alignments. ►► The active rail corridor presents ►► The roadway network between challenges and constraints due to Plainville and New Britain is varied and constrained right-of-way constrained to a narrow corridor conditions, railyard activities and side defined by the Metacomet Ridge and tracks, and particularly at-grade the quarry operation. Both major and roadway crossings, which would minor roads funnel through this require special design treatments and corridor. substantial coordination with the ►► The highest numbers of intersection railway owner. crashes occurred at Routes 10/372, Airport Route 72/I-84, and Routes 372/72 in Plainville. ►► The town-owned, recently modernized Robertson Airport is ►► From a corridor perspective, Route located at the northern edge of the 372 had by far the most crashes over Study Area, just south of Northwest the time period, including one fatality. Drive. Bicycle and Pedestrian Network Transit ►► Plainville’s limited bicycle ►► Plainville is served by several transit infrastructure includes a section along routes, including: Route 502 New East and West Main Street through Britain to Bristol via Plainville; Route the Town Center with shared lane 503 New Britain to Tunxis Community markings, and a side path (multi-use College via Plainville; CTfastrak Route trail) along a portion of Route 10 and 102 Hartford, New Britain, Plainville, Northwest Drive to Route 177. to Bristol (see Figure 5).
Study Background 23 Gap Closure Trail Study
Trail Facility Types
A Sharedvariety Roadway of trail facility treatments have been responders to pass. Paved shoulders produce high Roadways which are open to both bicycles and mo- considered for the FCHT and CTfastrak trails. levels of safety and improved operations. tor vehicles are “shared.” This term may be used for Theseexisting roadwaysfacility and types streets with are wide definedcurb lanes below. Confident bicyclists are able to use shoulders, or roads with paved shoulders. which allows unimpeded motorist flow. Paved Shared(Photo: Burlington, Roadway Vermont) shoulders do not offer enough buffer or comfort to attract or support most families who want to go Roadways which are open to both bicycles and places by bike. motor vehicles are “shared.” This term may be used Paved Shoulder forThe existing portion of roadways roadways not intended and for motor streets with wide curb lanesvehicle ortravel. roads When paved, with shoulders paved maximize shoulders. A shared roadwaysafety and roadway can stability be enhanced they act as recovery with the use of areas and allow vehicles to pull over for first re- Sharrows.sponders to pass. Paved shoulders produce high levels of safety and improved operations. Confident Sharrowsbicyclists are able to use shoulders, which allows unimpeded motorist flow. Paved shoulders do not “Shared-laneoffer enough buffer markings”or comfort to attract or or support“sharrows” are intended tomost help families motorists who want to go andplaces by cyclists bike. safely share and (Photo: Near McKenzie Pass, Oregon) navigate roadways. Sharrows show cyclists where to be in the road (aligned with the middle of the chevronColorized markings) Bike Lane or Along with “Bikes May Use Full (Photo: Near McKenzie Pass, Oregon) Lane”Paved signs, Shoulder sharrows remind drivers that presence ofSharrowsBoth people paved shoulders on bicycles and bike lanes canis beto col- be expected. Properly “Shared-lane markings” or “sharrows” are Bike Lanes placedintendedorized by to usingmarkings help differentmotorists constructionand are cyclists centered safelymaterial in the lane(s) that share(concrete and navigate and asphalt) roadways. or by applyingSharrows an show overlay Bicycle lanes are striped or otherwise separated theycyclistsor paint occupy where or other to be material. inindicating the road The (aligned differential withthat in color bicyclists could and the middle of the chevron markings) Along areas on roadways designated for preferential use shouldwith(and “Bikes sometimes command May Usetexture), Full Lane” makes the signs, the road sharrowslane. feel remindnarrower drivers and slower.that presence In many of places people where on bicy- this of bicyclists over motor vehicles. On most streets, Sharrows clestreatment is to be is expected. applied the Properly bicyclist placed and motoristmarkings have bicycle lanes are provided between curbs and “Shared-lane markings” or “sharrows” are area higher centered recognition in the lane(s) of one that another. they occupy Often a bold intended to help motorists and cyclists safely indicating that bicyclists could and should right-most travel lanes, or between curbside share and navigate roadways. Sharrows show commandedge stripe the is usedlane. to(Photo: further Seattle, this Washington) separation and cyclists where to be in the road (aligned with narrowing effect. parking lanes and right travel lanes. A bike lane the middle of the chevron markings) Along (Photo: Sacramento, California) can be enhanced using colorized construction with “Bikes May Use Full Lane” signs, sharrows Bike Routes remind drivers that presence of people on bicy- Streets4 that do not have dedicated bike lanes, materials or physical separation from the motor cles is to be expected. Properly placed markings but are marked with “Bike Route” signs or are centered in the lane(s) that they occupy sharrows are called “Bike Routes,” They provide vehicle travel-way. indicating that bicyclists could and should continuity between bike lanes, trails and other command the lane. (Photo: Seattle, Washington) higher service bicycle facilities. Although routes provide minimal service they may be necessary for first stage development of a asystem. They Bike Routes rarely provide an increase in ridership or safety. Streets that do not have dedicated bike lanes, (Top Photo, Seattle, Washington) but are marked with “Bike Route” signs or sharrows are called “Bike Routes,” They provide continuity between bike lanes, trails and other (Photo:Bike Lanes Seattle, Washington) higher service bicycle facilities. Although routes Bicycle lanes are striped or otherwise separated provide minimal service they may be necessary areas on roadways designated for preferential for first stage development of a asystem. They use of bicyclists over motor vehicles. On most rarely provide an increase in ridership or safety. Pavedstreets, bicycle Shoulder lanes are provided between (Top Photo, Seattle, Washington) curbs and right-most travel lanes, or between curbside parking lanes and right travel lanes. The(Photo: portion Victoria, B. C.) of roadways not intended for motor Bike Lanes vehicle travel. When paved, shoulders maximize Bicycle lanes are striped or otherwise separated areas on roadways designated for preferential safety and roadway stability they act as recovery use of bicyclists over motor vehicles. On most 5 (Photo: Victoria, B. C.) streets, bicycle lanes are provided between areas and allow vehicles to pull over for first curbs and right-most travel lanes, or between curbside parking lanes and right travel lanes. (Photo: Victoria, B. C.)
24 Study Background 5 Gap Closure Trail Study
FIGURE 3 - ENVIRONMENTAL FEATURES DRAFT
Study Background Gap Closure Trail Study DRAFT
Study Background Gap Closure Trail Study
Trail Facility Types (cont.)
Buffered Bike Lanes Colorized Bike Lane or Paved Shoulder
Buffered bicycle lanes provide the same functions Both paved shoulders and bike lanes can be as standard bicycle lanes with the addition of colorized by using different construction material marked buffer space (one to ten feet wide) on one (concrete and asphalt) or by applying an overlay or or both sides of the lane. Depending on location, paint or other material. The differential in color buffers may be provided between bicycle lanes (and sometimes texture), makes the road feel and travel lanes, between bicycle lanes and on- narrower and slower. In many places where this street parking, or both. treatment is applied the bicyclist and motorist Buffered Bike Lanes Buffered bicycle lanes provide the same func- have a higher recognition of one another. Often a Buffered Bike Lanes tions as standard bicycle lanes with the addition bold edge stripe is used to further this separation Buffered bicycle lanes provide the same func- of marked buffer space (one to ten feet wide) and narrowing effect. tions as standard bicycle lanes with the additionon one or both sides of the lane. Depending of marked buffer space (one to ten feeton wide) location, buffers may be provided between on one or both sides of the lane. Dependingbicycle lanes and travel lanes, between bicycle on location, buffers may be provided between Multi-Use Trails lanes and on-street parking, or both. (Photo: bicycle lanes and travel lanes, between bicycle Venice, Florida) Pathways that provide separated movement for lanes and on-street parking, or both. (Photo: Venice, Florida) people on bicycles and on foot are “multi-use Bicycle Boulevards trails.” They are generally 10 feet wide, mixing Streets with low motorized traffic volumes and pedestrians with bicyclists. Multi-use trails can be Bicycle Boulevards speeds, designed and designated to give bicy- either one-way or serve both directions of travel. Streets with low motorized traffic volumescles and pedesrians travel priority, are called (Photo: Venice, Florida) Surfaces are often paved, though they can be speeds, designed and designated to give “Bicyclebicy- Boulevards.” They use signs, pavement cles and pedesrians travel priority, are calledmarkings, and speed and volume manage- made of slower speed wooden decks, crushed “Bicycle Boulevards.” They use signs, pavement ment treatments to discourage through trips Protected/Separated Bike Lanes (Cycle Tracks) limestone or other semi-pervious materials that markings, and speed and volume manage-by motor vehicles and to create quieter, safer aid in keeping speeds low. Multi-use trails along ment treatments to discourage through environmentstrips for bicycling. Boulevards are by motor vehicles and to create quieter, oftensafer connected with convenient bicycle cross- Protected bike lanes, also known as cycle tracks, active rail lines are called Rail with Trail paths, environments for bicycling. Boulevards are ings at busy collector and arterial streets. (Photo: green lanes and separated bike lanes, provide often connected with convenient bicycle cross- while these types of facilities adjacent to roadways Vancouver, B.C.) ings at busy collector and arterial streets. (Photo: physical separation between people on bikes and are often referred to as Side Paths. Vancouver, B.C.) motor vehicles. Often protected bike lanes separate bicyclists from motorists with on-street Multi-Use Trails parking, curbing, raised markers or jersey barrier Pathways that provide separated movement for walls. Protected bikes lanes are considered the Multi-Use Trails people on bicycles and on foot are “multi-use Pathways that provide separated movementtrails.” for They are generally 10 feet wide, mixing highest level of support for increasing active people on bicycles and on foot are “multi-usepedestrians with bicyclists. Multi-use trails can transportation. trails.” They are generally 10 feet wide, bemixing either one-way or serve both directions of pedestrians with bicyclists. Multi-use trails can Protected Bike Lanes (Cycle Tracks) travel. Surfaces are often paved, though they be either one-way or serve both directionscan of be made of slower speed wooden decks, Protected bike lanes, also knowntravel. asSurfaces cycle are often paved, though they tracks, green lanes and separated bike lanes, crushed limestone or other semi-pervious ma- can be made of slower speed wooden decks,terials that aid in keeping speeds low. provide physical separation betweencrushed limestone people or other semi-pervious ma- on bikes and motor vehicles. Often protected (Photo: Town Lake Trail in Austin, Texas) terials that aid in keeping speeds low. 6 (Photo: Town Lake Trail in Austin, Texas) bike lanes separate bicyclists(Photo: from Town motorists Lake Trail in Austin, Texas) with on-street parking, curbing,6 raised markers or jersey barrier walls. Protected bikes lanes are considered the highest level of support for increasing active transportation. (Photo: Portland, Oregon and Vancouver, British Columbia)
Bike Boxes (Lower Right) (Photo: Vancouver, British Columbia) Designated areas at the head of traffic lanes at signalized intersections and provide people on bicycles with prominent, visible ways to move ahead of queuing traffic during the red signal phase are called “bike boxes.” They are often Study Background 27 used with protected bike lanes. (Lower Right Photo: Minneapolis, Minnesota)
Protected Intersections Protected Intersection is an at-grade road junction in which bicyclists and pedestrians are separated from cars. These designs minimize conflicts between motorists, pedestrians and bicyclists. First developed in Holland, these designs are being adapted for U.S. Cities such as Salt Lake City, Utah; Austin, Texas, and Davis, California and Boston, Mass. As motorists approach an intersection, a corner safety island keeps cars to the left of approaching bicyclists (see illustration). These intersections work especially well with protected bike lanes (see above). (Illustration credit:Mass DOT)
7 Gap Closure Trail Study
Policy and Project Development Considerations
Plainville and New Britain local policies attractive and livable environment through- relevant to this effort and upcoming projects out the downtown are in preparation for the are summarized below. 2015 scheduled opening of the $572 million CTfastrak project.” The Master Plan New Britain establishes a vision for downtown development and prioritizes implementation The City’s continued focus on community projects. It articulates principles for livability character, pedestrian mobility, and Complete Streets design, and includes redevelopment, and Transit-Oriented concept plans for 5 study areas: Development (TOD), as represented in several policy documents, may help 1. City Hall, Central Park, CTfastrak, & the encourage use of and connections to the Core Downtown trail. For example, the City’s Plan of 2. Main Street Shopping District Conservation and Development (POCD) includes actions to help support Strong 3. Broad Street & Little Poland Neighborhoods by creating and retaining 4. Arch Street Latino District & Linkage to walkable mixed use areas. Increased the Hospital of Central Connecticut Connectivity incorporates efforts to provide 5. South Main Street Gateway & Harry alternatives for pedestrians and bicyclists. Truman Overpass The Gateways vision includes wayfinding to primary destinations. Finally, the Central The Master Plan also includes a Bicycle Business District goals include marketing the Connectivity Phasing Plan with specific Busway for TOD, as well as making recommendations for bicycle facilities within investments in the streetscape. The POCD the Gap Closure study area. In addition, also points out that New Britain is a mature, CRCOG has a soon to be completed study of largely built-out municipality, with potential the transit system in New Britain. development likely to take the form of redevelopment and infill in a manner that Plainville preserves community character. The City has Many of the policies and implementation also adopted a Complete Streets Master Plan actions established by the Town of Plainville's to encourage pedestrian-friendly POCD relate directly or indirectly to trail development. planning and multimodal considerations. For example, the Open Space and Natural New Britain Transportation Resources actions outlined in the POCD Within the next five years, local and state include working with the Rails to Trails agencies plan to make additional Organization, pursuing completion of the improvements associated with the CTfastrak, FCHT, and establishing a connected system along with multimodal enhancements such of greenways. The Downtown Development as the Hart Street Complete Streets project, Scenario from the POCD includes policies for the Curtis Street Bridge improvements, the improving accessibility and transportation as Columbus Avenue rotary, and the Downtown well as a focus on pedestrian orientation. In Streetscape Enhancements (which include the addition, the Transportation actions include Main Street Overpass). These improvements efforts to encourage alternative are supported by the Complete Streets transportation such as mass transit and Master Plan for Downtown New Britain, bicycling, implementation of downtown which “is intended to serve as a guide for transportation improvements, and creating a more pedestrian-friendly, construction of additional bikeways.
28 Study Background Gap Closure Trail Study DRAFT
Study Background Gap Closure Trail Study DRAFT
Study Background Gap Closure Trail Study
Alternatives 3 Analysis
Overview
The overall screening and evaluation meetings held in 2016. This chapter process was applied in two steps: summarizes the screening and evaluation process. See Attachment C ►► Step 1: Screening –The first step Alternatives Screening and Evaluation screened a range of alternatives report for the full evaluation results. developed in cooperation with the community against a set of screening During the screening step, 6 alternatives questions related to the project’s were narrowed down to a shortlist of 2 vision and objectives. Alternatives alignments in New Britain, and 14 that passed this step were developed alternatives were narrowed down to a into a discrete set of alignments and shortlist of 4 alignments in Plainville. The carried forward to the next step, evaluation process further resulted in a evaluation. recommended “Alignment C” for the ►► Step 2: Evaluation –The second step FCHT Gap Closure Project in Plainville, evaluated alignments on how well and “Alignment E” between Plainville they performed against a set of and New Britain’s CTfastrak station. evaluation criteria, established by the Alignments were selected based on how Project Steering Committee and they performed in relation to the goals informed by a series of public and objectives of this study.
Alternatives Analysis 31 Gap Closure Trail Study
STEP 1: Screening of the Long List of Potential Alternatives
A long list of potential alternatives was New Britain Screening Results created in fall 2016 for both the FCHT Gap Closure connection and the spur to New Britain alternatives were screened the CTfastrak station in downtown New by the Steering Committee. One off- Britain. These alternatives were developed road and one on-road alignment moved by stakeholders and the public through a forward to the next step, evaluation. The series of community and stakeholder on-road alignment was forwarded to meetings. A more detailed overview of serve as a baseline alternative, against the long list of potential alternatives is which the off-road alternative could be provided in Attachment C. There were 14 compared. identified alternatives in Plainville and 5 Four criteria were critical in narrowing the to connect with the CTfastrak station in list of potential alternatives: major off- New Britain. These alternatives road component; major right-of-way particularly explored: impacts; avoiding undue reliance on the ►► Previous studies rail right-of-way; and not overly circuitous. Connections with the FCHT ►► Employment and commercial and connections to Downtown were not connectivity shown to be a differentiator. ►► Parks and recreation connectivity ►► School connectivity Plainville Screening Results The 14 alternatives in Plainville were also Alternatives Screening screened by the Steering Committee, out All alignments were screened against the of which 3 alternatives moved forward to 6 criteria listed in the Screening the next step, evaluation. In addition, a Framework table on the next page. baseline alternative was moved forward Thresholds were established to determine into the next step that – though it did not if concepts clearly passed (or did not meet the screening criteria – had served clearly fail) screening questions. If a as the preferred alternative from the concept passed all screening questions it previous study in Plainville (2009 “Master was moved forward into the evaluation Plan Report: Design Study of a Multiuse step. Alternatives that did not pass one or Trail”). Screening results are summarized more of the screening questions were in the table on the following pages. dropped from further consideration.
32 Alternatives Analysis Gap Closure Trail Study
Alternatives Screening Framework SCREENING QUESTIONS THRESHOLD
Does the alternative connect New Britain 1 at the north and south ends ►►Connects with FCHT alignment at west end with the FCHT (constructed, fastrak or in design)? In New Britain, ►►Connects with CT station at east end does the alternative connect Plainville at the west end with the ►►Connects at north end with Northwest Drive FCHT and at the east end at between Route 10 and Route 177 the CTfastrak station? ►►Connects at south end with Town Line Road between Route 10 and Route 177
Does the alternative connect New Britain 2 with downtown? ►►Connects downtown Plainville with CTfastrak station Plainville ►►Connects with Route 372 (Main Street) no further east than Woodford Avenue ►►Connects with Route 372 (Main Street) no further west than Route 177
Does the alternative have a ►►More than 75% off road, to get as close as 3 major off-road element? possible to East Coast Greenway goals of 100% off-road trail facility
Can the alternative be ►►Fewer than 30 right-of-way impacts 4 constructed without significant right-of-way impacts?
Does the alternative avoid ►►Avoids requiring portions of path being 5 undue reliance on Railroad constructed within the railroad east/west right-of-way? Branch right-of-way ►►Avoids having three or more at-grade crossings of the railroad east/west Branch ►►Avoids requiring impacts to rail yard
Does the alternative avoid ►►Not more than double straight-line distance being overly circuitous (for between the CTfastrak station in New Britain and 6 no apparent reason)? downtown Plainville, and between Northwest Drive and Town Line Road in Plainville.
Alternatives Analysis 33 Gap Closure Trail Study
Development of the Short List of Alignments
In the Spring of 2017, the Steering road facilities along Robert St Extension, Committee identified a shortlist of practical Farmington Ave, and Main St. South of and feasible alignments for further downtown the trail continues southbound evaluation. The technical team considered on Pierce St connecting to on-road public comments when preparing facilities on Broad St and Hemingway St, assumptions for the shortlisted alignments. through Norton Park and along Robert Jackson Way. Alignment A was explored Downtown New Britain both as it was laid out in the 2009 Master CTfastrak Trail Alignments Plan, and optimized to maximize the alignment's off-road component. An off-road and an on-road alignment were developed between Plainville and New ►► Alignment B: North of downtown and Britain to the CTfastrak station. Alignments east of the railroad, the trail follows a new E and F. boardwalk through marshland, then continues over a dedicated trail flyover ►► Alignment E: The trail starts at the connecting to East Main St. South of intersection of West Main Street and downtown, the trail continues Pierce Street, and continues eastbound southbound on an off-road facility along East Main Street to the intersection adjacent to Pierce St connecting to the with Pine Street. Once on Pine Street, the historic canal for the remainder, via trail continues along Woodford Ave, and Norton Park. along the Route 72 sound barrier wall. In New Britain, it connects to CTfastrak via ►► Alignment C: North of downtown and existing bike lanes on Columbus Blvd. west of the railroad, the off-road facility follows Northwest Drive to Perron Road ►► Alignment F: The trail starts at the and Carling Technologies, connecting intersection of West Main Street and with the Town Transfer Station. It Pierce Street, and continues eastbound continues under Route 72 and along the along East Main Street to the intersection edge of the West Cemetery to N. with Pine Street. Once on Pine Street, the Washington St where it connects to the trail continues eastbound on Woodford Fire Department. South of downtown, Ave to on-road facilities on White Oak Alignment C is the same as Alignment B. Ave/Black Rock Ave. In New Britain, it connects to CTfastrak via Lincoln St and ►► Alignment D: North of downtown and Main St. east of the railroad, the trail follows a new boardwalk through marshland, then FCHT Gap Alignments continues to off-road facilities along Robert St Extension, Cronk Rd, Norton Pl, Plainville alignments were evaluated and on-road facilities on Main St. South separately north of downtown (vicinity of of downtown the trail continues on Pierce Route 372 in maps that follow) and south of St connecting to a portion of the historic downtown, recognizing that any of the canal. It continues along on-road facilities alignments north of downtown could be on Pearl St, and off-road facilities on matched with any of the alignments south of Willis Ave and Hemingway St to Norton downtown. Park. South of Norton Park it terminates ►► Alignment A: The baseline alternative at Town Line Road via Robert Jackson from the 2009 Master Plan Report. North Way. of downtown the trail follows the east ►► Maps illustrating these Alignments are side of the railroad, then switches to on- provided in Attachment C.
34 Alternatives Analysis Gap Closure Trail Study
Alignments Evaluation Framework
CATEGORY WEIGHT MEASURE 1 Off-road 30% ►►Percentage of off-road or protected facility
Safety 20% ►►Number of driveways and roadways 2 intersecting the trail ►►Level of traffic stress (LTS) of on-road facilities (source: Figure 6 of this report)
Connectivity 15% ►►Number of households within a quarter mile 3 of trail (source: ESRI Business Analyst 2016 data) ►►Number of public/quasi-public facilities accessed by trail
4 Security 10% ►►Number of access/egress points along trail
Right-of-Way 10% ►►Number of parcels overlapping with trail and 5 level of right of way coordination ►►Ease of access during construction and overall constructability
Environment 10% ►►Square feet of wetlands within 10’ of trail 6 (source: Connecticut Department of Energy and Environmental Protection or CTDEEP) ►►Linear distance of floodplain along trail (source: CTDEEP) ►►Number of NDDB (endangered, threatened and special concern species) areas traversed (source: CTDEEP) ►►Number of hazardous material (“haz mat”) locations within 10’ of trail (source: CTDEEP) ►►Overlap with historic properties or parkland
Cost 5% ►►Order of magnitude cost estimates and 7 maintenance considerations
Alternatives Analysis 35 Gap Closure Trail Study
STEP 2: Alignments Evaluation
A series of 7 categories with goals were ►► Potential Right-of-Way Easements or developed through input from the Acquisitions – 10 percent Steering Committee, stakeholders, and ►► Cost –5 percent the public: See Evaluation Framework table for ►► Off-road: Higher percentage of off- details. road facilities is more favorable. ►► Safety: Lower potential for vehicular Scoring conflicts is more favorable. Alignments were evaluated by the ►► Connectivity: Nearby residential Steering Committee against each other population, and greater number of through scoring. Scoring was conducted recreational amenities is more on a qualitative level as follows: favorable. ►► High: A high rating represented that ►► Security: Greater access and egress the alignment fully met the intent of potential is more favorable. the category, either in isolation or ►► Environment: Fewer impacts to when compared to other alignments. natural or cultural resources is more ►► Moderate: A moderate rating favorable. represented that the alignment ►► Right-of-way: Fewer constructability partially met the intent of the challenges, and fewer impacts to the category, and partially achieved its community is more favorable. goals. ►► Cost: Fewer major cost elements is ►► Low: A low rating represented that more favorable. the alignment did not meet the intent of the category, either in isolation or Category Weighting when compared to other alignments. Each category was weighted based on The higher the score, the better the input from the Steering Committee, Alignment performed in relation to Technical Team and Public. These criteria. weightings are as listed below: The following table illustrates the ►► Facility Type (if a facility is on road, weighted evaluation results for each of off road or adjacent to a road) – 30 the shortlisted alignments in New Britain percent and Plainville. Chapter 4 provides the Safety - 20 percent most accurate description of the Preferred Alignment, which was refined ►► Connectivity – 15 percent following its evaluation. A companion ►► Security - 10 percent report has been developed to describe ►► Environmental Considerations – 10 Alignment C. percent
36 Alternatives Analysis Gap Closure Trail Study
Weighted Results of New Britain Alignments 100% 10% 10% Environmental Environmental Low Not Rated Medium 15% 15% Connectivity Connectivity 80% High 5% Cost 20% 10% Safety Security 60% 10% Right-of-Way 30% 20% 40% Safety Off-Road Percentage Off-Road 20% 10% Security 30% 5% Cost Off-Road Percentage Off-Road 10% Right-of-Way 0% Connectivity and Environmental criteria were found to be the same for the two shortlisted
Alignment E Alignment F Alignment alignments in New Britain.
Alternatives Analysis 37 Gap Closure Trail Study
Overall Performance of New Britain CTfastrak Trail Alignments
PERFORMS WELL PERFORMS POORLY
(Pros) (Cons) The two alignments were scored as “high”, Alignment E Off-road percentage is 92%. Higher cost compared to “medium”, and “low”, Lowest potential for vehicular Alignment F, with more right- and weighted each conflicts, compared to of-way overlaps. measures. The Alignment F. evaluation process resulted in a recommended “Alignment E” for New Britain because of its percentage of off-road facilities, and safety benefits.
Alignment F Lower costs and no major Off-road percentage is 25%, right-of-way overlaps, with higher potential for compared to Alignment E. vehicular conflicts, compared to Alignment E.
38 Alternatives Analysis Gap Closure Trail Study
Weighted Results of Plainville Alignments 100% Low 5% 5% 5% Cost Cost Cost 10% 10% Security Right-of-Way Medium 10% 20% 10% 10% 20% 20% Safety Safety Safety Security High Right-of-Way Right-of-Way 10% 10% Security Right-of-Way 80% 10% 10% Security 5% 5% 15% Cost Cost Right-of-Way Connectivity 15% 15% Connectivity 10% Connectivity 10% 10% 10% Security Right-of-Way Environmental Environmental 30% 5% Cost 60% 10% 20% Off-Road Percentage Off-Road Safety 15% 15% 15% Right-of-Way Connectivity Connectivity Connectivity 20% 10% Safety Environmental 10% Environmental 10% Security 15% 40% Connectivity 20% 20% Safety Safety 15% Connectivity 30% 30% 10% 5% Cost Environmental 30% Off-Road Percentage Off-Road Off-Road Percentage Off-Road 10% Off-Road Percentage Off-Road Security 20% 10% 30% 30% 30% 10% 30% Security 5% Cost Right-of-Way 20% Off-Road Percentage Off-Road Percentage Off-Road Percentage Off-Road Off-Road Percentage Off-Road Safety 10% 10% 10% Environmental Environmental Environmental 0% Alignment A Alignment B Alignment C Alignment D Alignment A Alignment A Alignment Optimized B Alignment C Alignment D Alignment
Alternatives Analysis 39 Gap Closure Trail Study
Overall Performance of Plainville FCHT Alignments
PERFORMS WELL PERFORMS POORLY
Alignment A (Pros) (Cons) Full Lowest cost of all alignments, Lowest off-road percentage of with minimal overlaps with all alignments with highest natural and cultural resources. potential for vehicular conflicts. Railroad right-of-way not available.
Optimized When off-road facilities are When off-road facilities are provided south of downtown, provided south of downtown, potential for vehicular conflicts right-of-way conflicts and costs decreases to some degree. increase.
Alignment B
North of Few driveways and intersections Difficult construction with Downtown crossed. Connects to YMCA. highest cost and right-of-way impacts to build the flyover.
South of Off-road percentage is 100% Overlaps with full length of Downtown with very few safety concerns. historic canal, and Norton Park Opportunity to educate public potentially requiring regulatory about historic canal. review.
Alignment C
The four alignments North of Off-road percentage is 100% None. were scored as “high,” Downtown with very few safety concerns. “medium,” and “low,” and weighted, for each Lowest number of wetlands and measure. The evaluation floodplain overlaps. Second process resulted in a lowest cost of all alignments. recommended “Alignment C” for South of Off-road percentage is 100% Overlaps with full length of Plainville because of its Downtown with very few safety concerns. historic canal, and Norton Park percentage of off-road Opportunity for interpretive potentially requiring regulatory facilities, and safety benefits. signage along historic canal. review. Alignment D
North of Connects to YMCA. Limited potential for Downtown access/egress along boardwalk section. Highest number of wetlands and floodplain overlaps. Vehicular conflicts along Main St.
South of Fewer parcel overlaps, compared Lower off-road percentage, Downtown to Alignments B/C because trail compared to Alignments B/C. doesn’t continue along full length of canal.
40 Alternatives Analysis Gap Closure Trail Study
Preferred Alignment Connection to the 4 CTfastrack Station
Introduction
The preferred trail alignment that over the Summer and Fall 2017. This connects the FCHT with the CTfastrak alignment has been developed to avoid station in downtown New Britain is or minimize impacts to sensitive known as Alignment E (see Chapter 3 resources, and to optimize the Alternatives Analysis). The Preferred alignment for users. Alignment is an approximately 4.9-mile multi-use trail beginning in downtown As described in Chapter 3, there are Plainville and ending at the CTfastrak several reasons why this alignment was station in New Britain, roughly parallel put forward as the preferred alternative, to Route 72 and Black Rock Avenue. including its potential to remain “off- Nearly the entire length of the preferred road.” Although the Preferred Alignment alignment (up to 92 percent) is follows a similar corridor as Alignment F, comprised of an off-road multi-use trail. it does so by means of a separated facility dedicated to bicycles and The Preferred Alignment was created pedestrians, rather than a shared with input from the community as roadway facility. The Preferred received during meetings and online Alignment is also the most direct route forums during the Fall of 2016 and of those considered. At 4.9 miles in Spring of 2017, and refined with length, the alignment provides an feedback received from the community efficient connection from Plainville to
Preferred Alignment 41 Gap Closure Trail Study
New Britain through a topographically crosswalks and no bicycle constrained environment. The alignment accommodations the existing roadway uses an existing corridor to span the could benefit from a properly designed Metacomet Ridge, a topographic feature road diet. As the alignment approaches that limits potential east-west Crooked Street, the proposed route connections between Plainville and New shifts north slightly and travels under Britain. Over ninety five percent of the Crooked Street via a proposed 100’ Preferred Alignment uses municipal and culvert. state-owned land, the vast majority being within the CTDOT Route 72 Figure 7 provides a before and after corridor right-of-way. conceptual illustration of Woodford Avenue road diet. A large-size overview map of the Consideration for Design Phase Preferred Alignment (Alignment E) is provided at the back of this report. It is There are several design considerations described in more detail below, and is that need to be evaluated in this section. organized into three sections from west Transition to Road Diet facility to east: ► – Due to right-of-way constraints, the Downtown Plainville Section transition from an on-road to an off- road facility at the intersection of The downtown Plainville section of the Pine St and East Main St (Route 372) Preferred Alignment begins where it will require additional analysis and connects with the FCHT, at the context sensitive design. intersection of West Main Street and ► Woodford Avenue – The proposed Pierce Street. Alignment E proceeds in a Woodford Avenue road diet would northly direction using the existing require additional analysis during the Route 372 on-road facility (sidewalks & design phase to address utility shared lane markings) to Pine Street (a relocations, drainage impacts, traffic distance of approximately 2,200’). operations and access to local The proposed design for the route along properties. Pine Street and Woodford Avenue to ► Interstate 84 - As the proposed Crooked Street features a mile long road alignment extends under Interstate diet. Woodford Avenue has more right- 84 the design of the road diet will of-way (50’-80’ of width) than current or require evaluations of the structural forecasted traffic volumes warrant, and a abutments and piers supporting I-84 road diet would narrow the travel lanes including existing guiderails and (still providing for one lane in each lighting. direction) and convert excess right-of- ► Crossing of Crooked Street – way to landscaping, lighting, sidewalks geotechnical explorations will be an and provide for an off-road multi-use important early consideration in trail. determining whether a culvert under The concept of a road diet along Crooked Street is feasible. Additional Woodford Ave has been under considerations at this crossing consideration for many years. Due to include construction staging and the high speeds, modest traffic volumes, utility/drainage impacts. lack of sidewalks/shoulders and limited
42 Preferred Alignment AFTER Woodford Avenue
Gap Closure Trail Study AFTER Woodford Avenue
Figure 7 Woodford Avenue Road Diet Illustration
Central Section alignment follows Route 72 parallel to Black Rock Avenue passing Esther Street East of Crooked Street, the alignment where a mid-block crossing may be would travel along a portion of White Oak desired to connect with the Metacomet Avenue and Woodford Avenue Extension Trail, which is a hiking trail. The alignment prior to separating from Woodford crosses Wooster Street at an existing Avenue Extension and following the Route signalized intersection, and continues 72 corridor to the Plainville/New Britain east, utilizing CTDOT property, as an off- municipal boundary, within the CTDOT road multi-use trail between Black Rock right-of-way. This section transitions from Avenue and Route 72. At the crossing of residential to industrial land uses, Warren St in Hartford Square, the beginning near the White Oak alignment may require modifications to Condominium complex and moving east, existing retaining walls and signalization. beyond the Tilcon Quarry. The In the vicinity of New Hampshire Drive, alignment’s route north of the road and the alignment would separate from Black along the Route 72 retaining walls Rock Avenue and continue east along the minimizes the need to cross residential Route 72 sound barrier wall to Corbin and commercial driveways and minimizes Avenue, which it crosses in the vicinity of conflicts between trail users and the the existing Exit 7 signalized on/off ramp quarry operation. Near the municipal intersection (see Figure 8). The alignment boundary, the alignment crosses the then proceeds east between Route 72 and Metacomet Ridge and Trail. adjacent residential neighborhoods to West Main Street (Route 555). Once it has passed the Metacomet Ridge and into the City of New Britain, the
Preferred Alignment 43 Gap Closure Trail Study
Vicinity of Corbin Avenue (before)
Figure 8 Vicinity of Corbin Avenue with Trail Improvement (After)
Consideration for Design Phase drainage support to Route 72. Walls, drainage structures/pipes, swales, There are several design considerations lighting and sound barrier walls are that need to be evaluated in this section. located along the proposed ► The need for easements in the alignment. vicinity of Crooked Street and the ► Culvert extensions for the stream quarry. crossing near New Hampshire Drive. ► Potential privacy concerns from ► Retaining walls / culvert extensions nearby residential property owners. will be needed along the alignment ► The use of the Route 72 corridor will and structural / geotechnical require an evaluation of existing evaluations. structures that support or provide
44 Preferred Alignment Gap Closure Trail Study
► Traffic analysis for local roadway ► The transition from an off-road multi- crossings and in particular, at the use trail to existing sidewalks/bike intersection of Lincoln Street and lanes through the intersection of Main Street in New Britain (as the Lake Street and Columbus Boulevard. alignment proposes to cross two legs ► Potential impacts to the Polish of this intersection). community. Downtown New Britain ► Concerns of property owners Section adjacent to the trail alignment. The alignment crosses West Main Street Unless stated otherwise, it is assumed (Route 555) at the existing signalized that Alignment E is to be designed and intersection with Lincoln Street, then re- constructed to standards set forth by enters the Route 72 right-of-way the CTDOT and AASHTO, the MUTCD, corridor continuing east to at-grade the ADA, and PROWAG. crossings of Curtis Street and Grove Hill Road. Figure 9 shows an illustration of the trail (before and after) as it crosses Curtis Street.
Upon reaching Russell Street, the proposed alignment would narrow to eight feet and travel along the northern edge of the existing roadway/shelf for approximately 250 linear feet where it would then widen back out to a 10-12’ off-road path as it approaches the signalized intersection of Lake Street and Columbus Boulevard. The alignment then joins the existing bike lanes / sidewalks on Columbus Boulevard for a distance of 1,900 linear feet to connect to the CTfastrak station.
Consideration for Design Phase
There are several design considerations that would require further consideration as the project moves into the design phase:
► The use of the Route 72 corridor in this section requires evaluation of slopes and potential construction of walls to support the proposed facility. ► Traffic and structural analysis of the trail along Russell Street.
Preferred Alignment 45 Alignment E Visualizations: Connection to CTfastrak Alignment E Visualizations: Connection to CTfastrak Gap Closure Trail Study Curtis Street in New Britain Curtis Street in New Britain
LookingBefore west from Curtis Street (before) Before Before Before
After 8 Feet FigureAfter 9 Looking west from Curtis Street (after) 8 Feet Note: The illustrations are conceptual and may vary from final design.
Note: The illustrations are conceptual and may vary from final design.
46 Preferred Alignment Gap Closure Trail Study
Implementation 5 and Next Steps
Outstanding Areas of Concern
Throughout the process of developing into the design phase. The following are the preferred trail alignment the project some key areas of concern raised during team listened carefully to comments and the development of the draft plan, and ideas from the community. These during the public comment period of conversations shaped the the draft plan, that will become areas of recommendations, and will continue to emphasis during the design process. shape the trail alignment as it moves
Implementation and Next Steps 47 Gap Closure Trail Study
“How will trails impact plantings, fencing, and gates. my family’s privacy and Landscaping and plantings on the trail security?” side can be designed in a way to break up direct line of sight into residences or Portions of the preferred alignment are yards, while maintaining a sense of in proximity to residences, near the front defined private and public open space. In Design should or the rear of property lines. The team fact, maintaining the ability to have “eyes heard from some property owners that emphasize on the trail” is important for achieving they were concerned about the impacts natural surveillance, a term associated accessibility by the trail might have on privacy, crime, with Crime Prevention Through following the noise, and vandalism. While research has Environmental Design (CPTED)4. latest standards, shown that trails do not result in higher levels of criminal activity or vandalism, it RECOMMENDATION: The planning such as the is essential that such concerns be team strongly recommends, and expects, American addressed during the design phase. that any future design phase involve a Association of Similarly, trail projects in hundreds of robust consultative design process communities have successfully addressed related to security and privacy. It is State Highway privacy concerns through well thought essential that abutting landowners are and out designs done in consultation with the consulted with early and often Transportation local community and abutting throughout the design process to ensure Officials landowners. Some examples of how such that their concerns are addressed to the concerns have been addressed along greatest extent possible. (AASHTO) Guide other trails include landscaping and for the Development of Bicycle Facilities and the proposed Public Right-of- Way Accessibility Guidelines (PROWAG), to fully comply with the Americans with Disability Act (ADA) for both off-street and short on- street trail segments.
4 http://www.cpted.net/
48 Implementation and Next Steps Gap Closure Trail Study
Natural surveillance is achieved when space is designed to allow people engaged in normal activity to observe the space and others around them. This design principle relies on careful design and avoidance of inappropriate walls, fences, or other opaque barriers that could isolate trail users and offer concealment for persons engaging in unlawful behavior. People are most likely to behave appropriately when there is a strong likelihood that others can see them.
Implementation and Next Steps 49 Gap Closure Trail Study
“How will the trail be RECOMMENDATION: That the maintained and who will pay Farmington Valley Trails Council and the for this?” Plainville Greenway Alliance be contacted during the design phase to Concerns were raised that trail discuss forming a volunteer friends of maintenance could be a burden. High- the trail group that could take on some quality trails should include strong key maintenance and beautification aesthetic elements and amenities for tasks. users (landscaping, gardens, benches, water fountains, exercise spaces, kiosks, historic features, etc.). Most of these features require varied amounts of maintenance whether it be trimming vegetation, planting flowers, clearing debris, or repairing benches, the trail will require a strategy to maintain the high- quality user experience year-round. Maintenance responsibility will fall to the local municipality. There are a variety of potential partnerships that can be formed to off-set the direct cost to the local community. These include private maintenance contracts for seasonal maintenance (e.g. sweeping, vegetation management, snow removal), and/or volunteers can be recruited to adopt trail sections and provide basic maintenance support and beautification, while taking ownership in a community asset. Volunteers can ‘adopt-a-trail’ and perform basic maintenance support and beautification.
Trails become natural areas that attract funds from single or multiple funders that wish to me- morialize an important time or place in the town’s history.
50 Implementation and Next Steps Gap Closure Trail Study
“What about the trail possible, the trail should include impacts to wetlands or education and interpretive elements to historical sites?” help educate users about these valuable habitats and amenities. Concerns about impacts to wetlands, drainage, and historic sites were raised RECOMMENDATION: That low-impact during the planning phase. As tools for design treatments be considered ecology and conservation, greenways throughout the trail. That wetland areas and trails help preserve important be carefully studied to ensure that trail natural landscapes, provide needed links development will not cause damage to between fragmented habitats and offer these important resources. As design Environmentally tremendous opportunities for protecting decisions are made, it will be paramount sensitive areas plant and animal species. They can be to consider the existing natural and receive added useful tools for wetland preservation historic features and design the trail in a and the improvement of air and water way the honors the existing environment protection. quality. In addition, they can allow while minimizing any negative impacts Design in humans to experience nature with (storm water runoff, damage to habitats, wetlands or minimal environmental impact. Where or historical features). along historic canals, shown here, or other sensitive areas could be narrowed, use different materials, such as compacted stones, special drainage, a boardwalk or other thoughtful and effective treatment.
Implementation and Next Steps 51 Gap Closure Trail Study
Funding
While there are numerous funding of the required federal funding to sources to assist with the design and design, permit, construct and maintain construction of multi-use trails, below is the CTfastrak connection. The required a summary of the six most likely funding 20% matching funds are typically sources to be used to connect to the provided by the State or sponsoring CTfastrak station in New Britain. Each local municipality. source has parameters including state Congestion Mitigation and Air Quality and federal requirements, and match Improvement Program (CMAQ) expectations. All are appropriate resources for trail facilities and multiple The Federal Highway Administration’s funding sources could be used to Congestion Mitigation and Air Quality 5 design, construct and maintain the trail . Improvement Program, created in 1990 sought to align transportation planning It should be noted that any discussion with air quality planning. The program of or access to funding is predicated authorizes funding for transportation upon a local planning process having projects and programs that are likely to been completed and approved by the contribute to the attainment or municipality. maintenance of a national ambient air Federal Funding quality standard, with a high level of effectiveness in reducing air pollution. Transportation Alternatives Program Funding from the CMAQ program has (TA Set-Aside) helped construct multi-use trails nationwide. The Federal Highway Administration's (FHWA) Transportation Alternatives (TA This FHWA program could provide 80% Set-Aside) Program authorizes funding of the required federal funding to for programs and projects defined as design, permit, construct and maintain transportation alternatives, including the CTfastrak connection. The required on- and off-road pedestrian and bicycle 20% matching funds are typically facilities, infrastructure projects for provided by the State or sponsoring improving non-driver access to public local municipality. transportation and enhanced mobility, community improvement activities such Land and Water Conservation Fund as historic preservation and vegetation (LWCF) management, and environmental The National Park Service’s Land and mitigation related to stormwater and Water Conservation Fund, created in habitat connectivity; recreational trail 1965, provides funding for the projects; safe routes to school projects; acquisition and development of public and projects for planning, designing, or outdoor recreation areas and facilities. constructing boulevards and other Seventy-five percent of the total funds roadways largely in the right-of-way of obligated have gone to locally former divided highways. sponsored projects to provide close-to- This FHWA program could provide 80% home recreation opportunities that are readily accessible to residents.
5 Other funding sources can be found here: http://crcog.org/wp-content/uploads/2017/08/Gener- al-Transportation-Funding-Sources_July-2017.pdf
52 Implementation and Next Steps Gap Closure Trail Study
Surface Transportation Block Grant Local Transportation Capital (URBAN) Improvement Program (LOTCIP)
The Federal Highway Administration’s The third option would require a Surface Transportation Block Grant partnership with the City of New Britain program, created in 2015 through the and CRCOG. Design funding would need passage of the federal transportation bill to be generated at the local level, and known as the Fast Act (Public Law 114- construction funding would come from 94), provides federal funds for the CTDOT. The purpose of LOTCIP is to transportation projects including multi- provide state funds to municipalities for use trails. This program funding is capital improvements. To qualify for The public distributed to State Departments of LOTCIP funds, regional planning involvement Transportation and suballocated by organizations solicit applications from population to communities defined as municipalities and evaluate proposed process is “urban”. projects based on how well they meet a ongoing and need. Under this program, the City of State Funding New Britain could apply to CRCOG for public input is Let’s Go CT! 100% construction costs. The program always welcome. would likely require the town to lead Initiated by the CT State Legislature in design, right of way acquisition, During the 2015, this State funded program is being environmental permitting, and provide design phase implemented by the CTDOT, and quality controls during construction. provides 100% of the cost of design and there is a construction. The Let's Go CT! program City of New Britain provides a 30-year vision for required public Maintenance is also an important Connecticut’s transportation network, funding consideration. Because the trail informational and outlines the investments needed to would be owned by the City of New make the state’s multi-modal meeting and Britain, the City would be responsible for transportation system more complete. trail maintenance. Depending on the the design team Under this program, the East Coast final design, maintenance considerations Greenway and strategic infill projects are will continually would include potential line items such identified as funding priorities for the as seasonal leaf/snow removal, and accept public CTDOT to provide safety enhancements, bridge and culvert inspections. input throughout recreational amenities, and transportation options for non- It should be noted that any discussion the design motorists. In addition, the plan’s bike of or access to funding is predicated process. and pedestrian element includes funds upon a local planning process having to complete gaps in the statewide been completed and approved by the regional trail network through planning, municipality. design, and construction.
Construction Phasing
Phase 1 Construction Construction of Phase I of the FCHT connection to the CTfastrak Station in Downtown Plainville Section (Pierce New Britain consists of one and a half Street to Crooked Street) miles of 10-12’ wide bituminous multi- (1.5 miles ) use trail. Beginning at the intersection
Implementation and Next Steps 53 Gap Closure Trail Study
of West Main Street and Pierce street in connect with the Metacomet Trail. The Downtown Plainville, the proposed alignment crosses Wooster Street at an Section 106 alignment continues northeast along existing signalized intersection, and West Main Street for approximately continues east, utilizing CTDOT property, and 2,200 linear feet before turning east, on as an off-road multi-use trail between Section 4(f) Pine Street and continuing along Black Rock Avenue and Route 72. At the Woodford Avenue (via a potential road crossing of Warren St in Hartford Section 106 of the diet) terminating at a proposed culvert Square, the alignment may require National Historic under Crooked Street. modifications to existing retaining walls Preservation Act of and signalization. In the vicinity of New This phase of construction is entirely off- 1966 requires Hampshire Drive, the alignment would road and is contingent upon the separate from Black Rock Avenue and Federal agencies to successful road diet of Woodford continue east along the Route 72 sound take into account the Avenue. This phase would likely require barrier wall to Corbin Avenue, which it effects of projects on the installation of fencing, drainage crosses in the vicinity of the existing Exit historic properties, improvements, signal improvements, 7 signalized on/off ramp intersection. and provide the culverts, retaining walls, mid-block The alignment then proceeds east crosswalks, utility relocations, Advisory Council on between Route 72 and adjacent landscaping and interpretive signage. Historic Preservation residential neighborhoods to West Main Street (Route 555). with an opportunity Phase 2 Construction to comment. Central Section (Crooked Street to This phase of construction is proposed West Main Street/Route 555) to be almost entirely off-road and will Section 4(f) of the (2.4 miles) likely require the installation of privacy U.S. Department of fencing, drainage improvements, Transportation Act of Construction of Phase II of the FCHT boardwalk, bridge modifications, 1966 regulates connection to the CTfastrak Station in retaining walls, mid-block crosswalks, agencies from using New Britain consists of 2.4 miles of 10- utility relocations, parking lot rehabilitation, landscaping and land from publicly 12’ wide bituminous multi-use trail. Beginning at the intersection of Crooked interpretive signage. owned parks, Street and White Oak Avenue the recreation areas, or proposed alignment continues along a Phase 3 Construction public and private portion of White Oak Avenue and Downtown New Britain Section (West historic properties, Woodford Avenue Extension prior to Main Street/Route 555 to CTfastrak unless there is no separating from Woodford Avenue Station) feasible and prudent Extension and following the Route 72 (1.0 miles) alternative to that corridor to the Plainville/New Britain municipal boundary, within the CTDOT The alignment crosses West Main Street use. right-of-way. The alignment’s route (Route 555) at the existing signalized north of the road and along the Route intersection with Lincoln Street, then re- 72 retaining walls minimizes the need to enters the Route 72 right-of-way cross residential and commercial corridor continuing east to at-grade driveways and minimizes conflicts crossings of Curtis Street and Grove Hill between trail users and the quarry Road. operation. The alignment continues to follow Route 72 parallel to Black Rock Upon reaching Russell Street, the Avenue passing Esther Street where a proposed alignment would narrow to mid-block crossing may be desired to eight feet and travel along the northern
54 Implementation and Next Steps Gap Closure Trail Study
edge of the existing roadway/shelf for to the CTfastrak station. approximately 250 linear feet where it would then widen back out to a 10-12’ This phase of construction is proposed off-road path as it approaches the to be almost entirely off-road and will signalized intersection of Lake Street likely require the installation of privacy and Columbus Boulevard. The alignment fencing, drainage improvements, then joins the existing bike lanes/ boardwalk, bridge modifications, sidewalks on Columbus Boulevard for a retaining walls, mid-block crosswalks, distance of 1,900 linear feet to connect utility relocations, landscaping and interpretive signage.
Schedule
Once the study is endorsed by the City should be as detailed as possible with of New Britain, it is expected that the the major considerations being: Capitol Region Council of Governments ► Survey will formally adopt/approve the Gap Closure Trail Study and forward it to the ► Geotechnical Evaluations Connecticut Department of ► Preliminary Design Transportation with a request that the ► Semi-Final Design design of the Gap Closure project be initiated. CTDOT will likely evaluate the ► Structural Design request and attempt to identify a ► Final Design funding source for this critical Gap ► Traffic Design / Management Closure project. ► Permitting / Cultural Resource To build on this study, the project team Preservation has outlined below the three basic steps ► Rights-of-Way required to develop this project: Project Development, Design and Permitting, ► Stakeholder outreach plan and Construction. ► Cost estimates
Project Development Phase Design and Permitting Phase
The objective of this phase is to identify The project is anticipated to be the lead agency for design, develop a designed in accordance with numerous funding strategy and draft a scope of Federal and State laws, manuals and work for the design phase. The City of guidelines including: New Britain, CRCOG and CTDOT will ► CTDOT Highway Design Manual work together to identify which agency ► FHWA Manual on Uniform Traffic will take the lead in designing the Control Devices project and confirm the design and construction phasing strategy. CTDOT, ► AASHTO Guide to the Development working with CRCOG and the Federal of Bicycle Facilities Highway Administration, will identify a ► Americans with Disabilities Act funding strategy including the required ► Public Right-of-way Accessibility matching funds. The funding strategy Guidelines will help inform the development of the scope of work. The scope of work
Implementation and Next Steps 55 Gap Closure Trail Study
During the design of this project, Construction Phase environmental, historic/archeological and wildlife resources will be assessed The study recommendation is to and required permits secured. construct this 4.9 mile project in three Consultation with abutting landowners phases. However, the design could will occur during the design phase, proceed as one single design/permitting especially with abutting residential effort. Depending on the complexity of property owners. The final design along the design, permitting and/or right-of- with cost estimates will also be way acquisitions, the construction developed along with necessary right- phases will likely be staggered but quite of-way information. Depending on the possibly could overlap. funding strategy and the results of the environmental / right-of-way process, the project will be reviewed by the City of New Britain, CTDOT, CTDEEP, the State Historic Preservation Office, FHWA and the public.
Implementation Timeline
YEAR 1 YEAR 2 YEAR 3 YEAR 4 YEAR 5
Design Gap Closure Project Phase 1 Phase 2 Phase 3 and Trail Study Development Construction Construction Construction Permitting
Post Construction Considerations
General maintenance requirements are guided ► General inspections by the Master Municipal Construction ► Timing and frequency of leaf removal Agreement (MMCA) that the Town executed with ► Snow removal policy CTDOT in 2013. The MMCA states under section ► Tree and shrub pruning and mowing 6.2(a)(1) “The Municipality assumes all ► Law enforcement patrols responsibility for the proper maintenance and operation of all Municipality-owned ► Trash removal Transportation Facilities constructed as part of ► Hours of operation the Construction Project;”. ► Use of gates for access control ► Lighting schedule (if applicable)] The routine maintenance, and day to day operations are the primary post construction ► Programming / special events planning considerations for the City of New Britain. A ► Policies on permitted uses maintenance and operations plan should be ► Volunteer opportunities developed that identifies and describes how the ► Signage/bench/fence maintenance facility will be managed. Considerations include: ► Vandalism/graffiti removal plan
56 Implementation and Next Steps
DRAFT FINAL REPORT Connection to CTfastrak Section