DRAFT PROJECT SCOPING REPORT/ FINAL DESIGN REPORT March 2012

Erie-Attica Bridge & Trail Project

P.I.N. 4754.92

BIN: Erie-Attica RR Bridge 367.14 Livingston County Town of Caledonia / Village of Avon

U.S. Department of Transportation Federal Highway Administration

NEW YORK STATE DEPARTMENT OF TRANSPORTATION ANDREW M. CUOMO, Governor JOAN MCDONALD, Commissioner

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PROJECT APPROVAL SHEET (Pursuant to SAFETEA-LU Matrix)

A. IPP Approval: The project cost and schedule are consistent with the Regional Capital Program. The IPP was signed by:

Robert Traver, P.E. Date Acting Regional Director

B. Initiation and Scope The project cost and schedule are consistent with the Regional Capital Program. Approval: The NYSDOT concurs with the classification of the project as a NEPA Class II, Automatic Categorical Exclusion as described in this document.

Daniel Hallowell Date Regional Planning & Program Manager

C. Scope and Design The project was progressed using the NYSDOT Locally Administered Federal Aid Approval: Procedures Manual. The nonstandard features have been adequately justified and it is not prudent to eliminate them as part of this project. All requirements requisite to these actions and approvals have been met, the required independent quality control reviews have been accomplished, and the work is consistent with established standards, policies, regulations and procedures, except as otherwise noted and explained. The required environmental determinations have been made and the preferred alternative for this project is ready for final design.

Thomas Freeman Date Mayor, Village of Avon, Livingston County

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LIST OF PREPARERS

Group Director Responsible for Production of the Design Approval Document:

Carl W. Ast, P.E., Project Manager, Fisher Associates, P.E., L.S., P.C.

Description of Work Performed by Firm: Directed the preparation of the Design Approval Document in accordance with established standards, policies, regulations and procedures, except as otherwise explained in this document. PLACE P.E. STAMP

Note: It is a violation of law for any person, unless they are acting under the direction of a licensed professional engineer, architect, landscape architect, or land surveyor, to alter an item in any way. If an item bearing the stamp of a licensed professional is altered, the altering engineer, architect, landscape architect, or land surveyor shall stamp the document and include the notation "altered by" followed by their signature, the date of such alteration, and a specific description of the alteration.

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TABLE OF CONTENTS

COVER (Title / PIN / Location)

PROJECT APPROVAL SHEET ...... i LIST OF PREPARERS ...... ii

CHAPTER 1 – EXECUTIVE SUMMARY 1.1 Introduction ...... 1-1 1.2 Purpose and Need ...... 1-1 1.2.1 Where is the Project Located? ...... 1-1 1.2.2 Why is the Project Needed? ...... 1-1 1.2.3 What are the Objectives/Purposes of the Project?...... 1-1 1.3 What Alternative(s) is Being Considered? ...... 1-2 1.4 Environmental Review ...... 1-5 1.5 How will the Alternatives Affect the Environment? ...... 1-6 1.6 What are the Costs and Schedules? ...... 1-6 1.7 Which Alternative is Preferred? ...... 1-12 1.8 Who will decide which Alternative is Chosen and How Can I be Involved in this Decision? ..... 1-12

CHAPTER 2 – PROJECT INFORMATION 2.1 Local Plans for the Project Area ...... 2-1 2.2 Abutting Highway Segments and Future Plans for Abutting Highway Segments ...... 2-1 2.3 Transportation Conditions, Deficiencies and Engineering Considerations ...... 2-1 2.3.1 Traffic and Safety and Maintenance Operations ...... 2-1 2.3.1.1 Functional Classification and National Highway System (NHS) ...... 2-1 2.3.1.2 Control of Access ...... 2-2 2.3.1.3 Traffic Control Devices ...... 2-2 2.3.1.4 Traffic Volumes ...... 2-2 2.3.1.5 Level of Service ...... 2-2 2.3.1.6 Work Zone Safety and Mobility ...... 2-3 2.3.1.7 Safety Considerations, Accident History and Analysis ...... 2-3 2.3.1.8 Ownership and Maintenance Jurisdiction ...... 2-3 2.3.2 Multimodal ...... 2-4 2.3.2.1 Pedestrians ...... 2-4 2.3.2.2 Bicyclists ...... 2-4 2.3.3 Infrastructure...... 2-4 2.3.3.1 Design Standards ...... 2-4 2.3.3.2 Critical Design Elements ...... 2-4 2.3.3.3 Other Design Parameters ...... 2-6 2.3.3.4 Existing and Proposed Highway/Bridge Plan and Section ...... 2-6 2.3.3.5 Non Standard/Non Conforming Features ...... 2-6 2.3.3.6 Pavement and Shoulder Conditions ...... 2-6 2.3.3.7 Drainage Systems ...... 2-7 2.3.3.8 Geotechnical ...... 2-7 2.3.3.9 Structures ...... 2-7 2.3.3.10 Hydraulics of Bridges and Culverts ...... 2-9 2.3.3.11 Utilities ...... 2-9 2.3.3.12 Right of Way ...... 2-10 2.3.3.13 Landscaping/Environmental Enhancement ...... 2-10 2.4 Miscellaneous ...... 2-11

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CHAPTER 3 – SOCIAL, ECONOMIC AND ENVIRONMENTAL CONSIDERATIONS 3.1 National Environmental Policy Act (NEPA) ...... 3-1 3.2 State Environmental Quality Review Act (SEQRA) ...... 3-1 3.3 Additional Environmental Information ...... 3-1

APPENDICES A. Maps, Plans, Profiles & Typical Sections B. Environmental Information C. Traffic Information D. Pavement Information E. Structures Information F. Non-Standard Features Justification G. Stakeholders and Public Input H. Right-of-Way Information I. Misc. J. Other

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CHAPTER 1 - EXECUTIVE SUMMARY

1.1. Introduction

This report was prepared in accordance with the New York State Department of Transportation (NYSDOT) Procedures for Locally Administered Federal Aid Projects Manual, the NYSDOT Project Development Manual, 6 NYCRR Part 617, and 23 CFR 771.

1.2. Purpose and Need

1.2.1. Where is the Project Located?

A project location map is shown in Figure 1-1 included in Appendix A.

The trail and bridge project will be constructed along the former Attica Branch of the Erie Railroad, which is now abandoned, between the Genesee Valley Greenway and Horseshoe Boulevard. The corridor is owned by NYS Office of Parks, Recreation and Historic Preservation from the Greenway to the easternmost pier of the existing truss bridge (Erie-Attica RR Bridge 367.14 over the Genesee River) and owned by the Village of Avon from the easternmost pier to Horseshoe Boulevard. Currently there is no bridge span from the eastern pier to the eastern abutment over Farmer’s Road. Total trail length as part of this project is approximately 1.4 miles and is located within the Village of Avon and Town of Caledonia in Livingston County.

1.2.2. Why is the Project Needed?

The Village of Avon and NYS Office of Parks, Recreation and Historic Preservation (NYS Parks) desire to improve the local and regional trail system by developing a multi-use trail along the abandoned Attica Branch of the Erie Railroad. The current project will connect to the Genesee Valley Greenway at its western terminus and Horseshoe Boulevard within the Livingston Industrial Complex (L.I.C.) at its eastern terminus. The connection to the Greenway will provide trail users access to numerous other trails including the Lehigh Valley Trail and the Canalway Trail. Likewise, users of these other trails will be afforded the opportunity to utilize the Erie-Attica Trail, which provides access to the Village of Avon, and could serve to promote Village services and businesses.

The abandoned Erie-Attica Railroad bed and its associated crossing of the Genesee River are available for trail use. Trail development is needed to convert the corridor to a multi-use shared path and provide proper accessibility. The abandoned bridge is considered historically significant and incorporating this local historic resource into the trail system is an asset to the community.

1.2.3. What are the Objectives/Purposes of the Project?

(1) Provide a recreational trail link between the Genesee Valley Greenway and the Village of Avon. (2) Preserve the abandoned railroad corridor for public transportation. (3) Utilize the historic railroad bridge over the Genesee River as part of the trail system. (4) Provide ADA compliant trail surfaces. (5) Construct a traversable span over Farmers Road. (6) Provide parking and trailhead access for trail users. (7) Construct all trail components and amenities in the most cost-effective manner while still meeting the project objectives.

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1.3. What Alternatives Are Being Considered?

The Erie-Attica Bridge & Trail Project proposes to provide a trail and bridges that will accommodate an AASHTO H10 Vehicle, snowmobiles, bicycles, equestrians and pedestrians. For the purposes of this report, the following four components will be discussed separately to allow for multiple options to be considered:

1) (TR) Trail – the base trail alignment, surfaces, signage and appurtenances 2) (PL) Parking Lot – the trailhead parking area north and east of the Farmers Road span 3) (BR1) Bridge #1 – Erie-Attica Railroad Bridge 367.14 over the Genesee River 4) (BR2) Bridge #2 – Farmers Road span

Cost comparisons of the proposed alternatives are contained in Exhibits 1.3 A through D.

(TR) Trail Alternatives:

Trail Null Alternative (TR-0): This alternative will retain the existing elevated railroad bed section and grass areas around the L.I.C. retention pond with no improvements other than routine maintenance. The null is retained only as a baseline for comparison to the feasible alternatives since it does not satisfy the project objectives.

Trail Alternative 1 (TR-1): One trail alignment is being considered for this project. The alignment of the trail is generally dictated by the location of the rail corridor and lands owned by the Village of Avon east of Farmers Road. An access agreement will be required where the trail crosses the National Grid utility corridor on the north side of the L.I.C. retention pond.

West of the trailhead parking area, the trail alignment will generally follow the elevated railroad bed, ramping up from the Genesee Valley Greenway around the existing stone abutment, and also deviating from the railroad line at three locations where the trail is routed around existing abutments where former bridges have been removed. Subsurface investigations revealed that the existing railroad bed subgrade is relatively poorly draining material. Therefore the trail surface treatment along the elevated railroad bed will be underlain with a well-draining subbase material and will provide an effective surface for all trail users and reduce maintenance costs. This project will strip the existing vegetation surface along the elevated railroad corridor, install stone drainage weeps at regular intervals along the elevated bed, aerate and dry out the existing railroad bed material and then grade and compact this material in place when optimal moisture content is achieved. After these steps to stabilize the existing subgrade are completed, the trail will receive a layer of stone subbase and a surface layer of stone dust compacted to a firm finish. This portion of the trail will be 10 feet wide with 2 feet shoulders and a 3 foot wide clear zone on each side, and is approximately 1.1 miles long.

There is one proposed culvert structure located along the trail project limits that will convey an unnamed tributary of the Genesee River. The new pipe arch culvert will have a width of 6.75 feet and a rise of 5 feet with a barrel length of approximately 40 feet. The trail alignment will shift off the former rail bed at this location to go around the existing abutments, over the new culvert and then return to the rail bed alignment.

At the Genesee River, the trail will utilize the existing historic truss bridge, retrofitted with a new deck and railing system. Immediately east of the truss bridge a new bridge span will carry the trail over Farmers Road and then the elevated corridor will slope down to a trailhead parking area to the north. These bridge components will be described in further detail in the BR1 and BR2 alternatives.

East of the trailhead parking area, a trail section restricted to pedestrians and bicycles only will generally follow the northern bank of the existing retention pond for the Livingston Industrial Complex and head east to terminate at the existing sidewalk at Horseshoe Boulevard. This portion of the trail will have an asphalt surface and be 10 feet wide with 2 feet wide shoulders, and is approximately 0.2 miles long. An asphalt section through this portion of the Livingston Industrial Complex was desired due to the 1-2

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developed nature of this complex and its connection to the Village, as well as ease of maintenance by Village forces.

Amenities including landscaping, signage, benches and horse hitching rails are also elements of this alternative and will be located and detailed during final design.

(PL) Parking Lot Alternatives:

Parking Lot Null Alternative (PL-0): This alternative will not construct a parking area. The Village-owned lands north and east of the Farmers Road span would remain as an empty area of overgrown brush.

Parking Lot Alternative 1 (PL-1): This alternative will construct a trailhead parking area with a gravel surface. The lot will accommodate approximately 15 regular, 2 handicapped and 3 equestrian truck / trailer parking spaces, however pavement markings will not be provided.

Parking Lot Alternative 2 (PL-2): This alternative will construct a trailhead parking area with an asphalt surface. The lot will accommodate approximately 15 regular, 2 handicapped and 3 equestrian truck / trailer parking spaces, however pavement markings will not be provided.

(BR1) Bridge #1, Erie-Attica Railroad Bridge 367.14 over the Genesee River Alternatives:

Bridge #1, the Erie-Attica Railroad Bridge 367.14 over the Genesee River, is a two-span bridge consisting of a main truss span over the Genesee River and a west approach span.

The west approach span is a steel two-girder superstructure with timber railroad ties placed directly on the top flanges of the girders. The main truss span is a steel riveted Through Pratt Truss. The center-to- center spacing of the trusses is 17'-6". Timber railroad ties are placed directly on the top flanges of the stringers and held in place by dapped lower surfaces and their own weight.

The project will include the following recommended repairs and improvements to the existing bridge to support the design live loads:

• Remove the existing railroad ties and clean and paint the top flanges of the truss stringers and west approach girders; • Install a deck system on the west approach and truss spans; • Construct a railing system for the entire bridge system to meet the requirements for bicyclists as defined by AASHTO.

The decking alternatives for Bridge #1 are as follows: BR1 Deck Null Alternative (BR1-D0): This alternative retains the existing decking of the bridge with no repairs or improvements. The bridge would continue to deteriorate and eventually require removal or replacement. BR1 Deck Alternative 1 (BR1-D1): This alternative utilizes precast concrete deck panels as the deck system for the west approach and truss spans. Evaluation of this Alternative: This deck system will have a minimum dead load of 600 pounds per foot length of bridge span. This load is almost double that of a timber option. Due to site conditions, the concrete deck panels would have to be installed from the west approach. Also a consideration is the type of construction equipment required to install the panels considering the available live load capacity of the west and truss spans. In order to utilize this deck option the truss stringer and floorbeam top flanges will have to be rehabilitated. This alternative addresses the project objectives and is considered a feasible alternative.

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BR1 Deck Alternative 2 (BR1-D2): This alternative utilizes timber floor beams overlayed with timber stringers and decking as the deck system for the west approach and truss spans.

Evaluation of this Alternative: This deck system will have a minimum dead load of 350 pounds per foot length of bridge span. Once the east approach span is installed this deck system can be installed from either approach with lighter construction equipment than that of Alternative 1. This alternative does not require the truss stringer and floorbeam top flanges to be rehabilitated. This alternative addresses the project objectives and is considered a feasible alternative.

The railing alternatives for Bridge #1 are as follows: BR1 Bridge Railing Null Alternative (BR1-R0): This alternative does not install any railing system on the west approach or truss span. The bridge would continue to provide a safety hazard by failing to provide protection at the edges for users. BR1 Bridge Railing Alternative 1 (BR1-R1): This alternative utilizes a fabricated steel rail system for the west approach and truss spans along with the pier sections. Evaluation of this Alternative : The steel rail system provides a stronger material when compared to a timber rail alternative. This alternative addresses the project objectives and is considered a feasible alternative.

BR1 Bridge Railing Alternative 2 (BR1-R2): This alternative utilizes a timber rail system attached to the timber floorbeams for the west approach and truss spans along with the pier sections.

Evaluation of this Alternative: The timber rail system is easy to maintain, repair and modify without requiring special fabrication. This alternative addresses the project objectives and is considered a feasible alternative.

(BR2) Bridge #2, Farmers Road Span Alternatives:

Bridge #2, Farmers Road Span is actually the east approach span to the main truss span over the Genesee River that was removed after abandonment of the railroad. This is included as a separate bridge to help clarify the different alternatives being considered on the project, and because the Farmers Road span will be owned and maintained by the Village of Avon whereas the RR bridge is owned and will be maintained by NYS Parks. Two alternatives are being considered for the bridge superstructure over Farmers Road. A clearance of 11.5 feet minimum and 12 feet desirable was established for this bridge to accommodate a typical horse trailer height and also an SUV with top-mount bicycle rack. In order to provide this clearance for Farmers Road, a shallow or a through superstructure type will be utilized. The alternatives are as follows: BR2 Null Alternative (BR2-0): This alternative does not install a new span over Farmers Road. The only way to access the truss bridge from Farmers Road would be by ladder, and the only way to access the elevated rail bed to the east of Farmers Road would be by climbing the existing steep embankment around the stone abutment. BR2 Alternative 1 (BR2-1): This alternative utilizes 12 inch deep precast prestressed concrete slab units placed side by side with an asphalt wearing surface or concrete overlay to provide a uniform surface for trail users. The stone substructures will require some rehabilitation to support the new superstructure. The existing concrete caps will be removed and replaced with new cast-in-place concrete cap over the stone substructures to support the proposed superstructure. Evaluation of this Alternative : This alternative is simple to install when considering the slab units alone but the use of an asphalt wearing surface could be problematic considering access to the bridge deck surface and limited space on the truss span pier. The concrete overlay would be much easier to place from a constructability standpoint but there is a longer construction time while waiting for the overlay to cure. Additionally, asphalt and concrete are not preferred surface treatments for equestrian use. This alternative addresses the project objectives and is considered a feasible alternative. 1-4

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BR2 Alternative 2 (BR2-2): This alternative utilizes a prefabricated weathering-steel through truss bridge with the option of either a concrete or timber deck surface to provide a uniform surface for trail users. The stone substructures will require some rehabilitation as well to support the new superstructure. The existing concrete caps will be removed and replaced with new cast-in-place concrete caps over the stone substructures to support the proposed superstructure.

Evaluation of this Alternative: This alternative with a timber deck is very easy to install considering there would only be one pick placement involved. This alternative is aesthetically pleasing on its own and is a common alternative for trials of this nature. This alternative addresses the project objectives and is considered a feasible alternative.

BR2 Alternative 3 (BR2-3): This alternative utilizes a weathering-steel multi-girder bridge with a timber deck system similar to the truss span to provide a uniform surface for trail users. The stone substructures will require some rehabilitation as well to support the new superstructure. The existing concrete caps will be removed and replaced with new cast-in-place concrete cap over the stone substructures to support the proposed superstructure.

Evaluation of this Alternative: This alternative with a timber deck is very easy to install since it utilizes similar construction methods as the west approach and truss spans. This alternative is more consistent with the character of the trail system and the adjacent railroad bridge from an aesthetics and uniformity of construction materials point of view. This alternative addresses the project objectives and is considered a feasible alternative.

For a more in-depth discussion of the design criteria and nonstandard features see Sections 2.3.3.2 and 2.3.3.5 of this report.

1.4 Environmental Review

NEPA (National Environmental Policy Act): This project is considered a NEPA Class II, Automatic Categorical Exclusion and the FHWA will be lead agency. The project complies with the requirements of 23 CFR 771.117(c) as a Categorical Exclusion; construction of bicycle and pedestrian lanes, paths, and facilities. Refer to the NEPA checklist and supplemental information in Appendix B.

SEQRA (State Environmental Quality Review Act): This project is classified as an Unlisted project in accordance with 6NYCRR Part 617, State Environmental Quality Review (SEQR) Act. In accordance with 6NYCRR Part 617.5(c)(2), this project is identified as one that will not have a significant effect on the environment, however does not fall within Type II Classification. Based on the current scope of the project, further environmental reviews under SEQR are not required. A Short Environmental Assessment Form has been filled out as required by Unlisted SEQR projects and is included in Appendix B. Coordination with SHPO is needed for impacts to the truss bridge over the Genesee River and a Project Submittal Package (PSP) has been prepared and is included in Appendix B. A “No Adverse Effect” determination has been received from SHPO and is included in Appendix G.

Refer to the Environmental Scoping Checklist included in Appendix B for information on all environmental issues for which the project was screened.

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1.5 How will the Alternatives Affect the Environment?

Exhibit 1.1 Comparison of Alternatives Alternatives Category Null All Trail & Bridge Alts Wetland None None impacts

100 year floodplain None None impact

Archaeological None None Sites Impacted Section 106/Section None No Adverse Effect 4(f) impacts Noise None None Impact to None None forested areas Property None None impacts Operation at NA NA ETC + 20 20 year Crash NA NA Costs Construction See Exhibit 1.3 None Cost (A thru D)

Anticipated Permits/Certifications/Coordination:

Specific and/or general permits and approvals may be required for the construction project. Anticipated permits and approvals are summarized below:

• FHWA Programmatic Executive Order 11990 Wetlands Finding • U.S. Army Corps of Engineers Section 404 Permit (Nationwide) • NYSDEC Section 401 Water Quality Certification • NYSDEC State Pollution Discharge Elimination System (SPDES) • NYSDEC Notice of Intent (NOI)

In addition to coordination with the above agencies for permits, coordination is also necessary with both the NYS Office of Parks, Recreation and Historic Preservation (NYS Parks) and the NYS Department of Transportation (NYSDOT).

The specific permitting and coordination activities are a function of the pathway configuration and design. The need for the anticipated permits identified above will be verified during final design as the design details are further developed.

1.6 What are the Costs & Schedules?

Design Approval is scheduled for April of 2012 with Construction scheduled to last approximately one year, beginning in October of 2012, including a winter shut-down period.

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Exhibit 1.2 - Project Schedule

Activity Date Occurred/Tentative

Scope Approval August 2008

Design Approval April 2012

Construction Start October 2012

Construction Complete October 2013

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Exhibit 1.3 A – (TR) Trail Alternative Project Costs (in millions) Activities Alt. TR-1

Culvert $ 0.030 Construction Signage & $ 0.024 Costs Amenities Highway $ 0.240

Wetland Mitigation $ 0.000

SPDES Permit Compliance $ 0.034

Incidentals (10%) $ 0.033

Subtotal 1 (2011 Dollars) $ 0.361 Contingency (15% @ Design $ 0.054 Approval) Subtotal 2 (2011 Dollars) $ 0.415

Field Change Order $ 0.021

Subtotal 3 (2011 Dollars) $ 0.436

Mobilization (4%) $ 0.017

Subtotal 4 (2011 Dollars) $ 0.453 Expected Award Amount (Inflated at 5%/yr. to midpoint $ 0.023 of construction) Construction Inspection (9%) $ 0.041

ROW Costs $ 0.030

Total Alternative Costs $ 0.547

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Exhibit 1.3 B – (PL) Parking Lot Alternatives Project Costs (in millions) Alt. PL-1 Alt. PL-2 Activities (Gravel) (Asphalt) Bridge $ 0.000 $ 0.000 Construction Costs Highway $ 0.075 $ 0.139

Wetland Mitigation $ 0.000 $ 0.000

SPDES Permit Compliance $ 0.000 $ 0.000

Incidentals (10%) $ 0.008 $ 0.014

Subtotal 1 (2011 Dollars) $ 0.083 $ 0.153 Contingency (15% @ Design $ 0.012 $ 0.023 Approval) Subtotal 2 (2011 Dollars) $ 0.095 $ 0.176

Field Change Order $ 0.005 $ 0.009

Subtotal 3 (2011 Dollars) $ 0.100 $ 0.185

Mobilization (4%) $ 0.004 $ 0.007

Subtotal 4 (2011 Dollars) $ 0.104 $ 0.192 Expected Award Amount (Inflated at 5%/yr. to midpoint $ 0.005 $ 0.010 of construction) Construction Inspection (9%) $ 0.009 $ 0.017

ROW Costs $ 0.000 $ 0.000

Total Alternative Costs $ 0.118 $ 0.219

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Exhibit 1.3C – (BR1) Bridge #1 Alternatives Project Costs (in millions) BR1 -D1 BR1 -D1 BR1 -D2 BR1 -D2 (Concrete Deck) (Concrete Deck) (Timber Deck) (Timber Deck) Activities & BR1-R1 & BR1-R2 & BR1-R1 & BR1-R2 (Steel Rail) (Timber Rail) (Steel Rail) (Timber Rail) Bridge w/ $ 0.281 $ 0.281 $ 0.108 $ 0.108 Deck Bridge $ 0.040 $ 0.021 $ 0.040 $ 0.021 Construction Rail Costs Total $ 0.321 $ 0.302 $ 0.148 $ 0.129 Bridge Highway $ 0.000 $ 0.000 $ 0.000 $ 0.000

Wetland Mitigation $ 0.000 $ 0.000 $ 0.000 $ 0.000

SPDES Permit Compliance $ 0.000 $ 0.000 $ 0.000 $ 0.000

Incidentals (10%) $ 0.032 $ 0.030 $ 0.015 $ 0.013

Subtotal 1 (2011 Dollars) $ 0.353 $ 0.332 $ 0.163 $ 0.142 Contingency (15% @ Design $ 0.053 $ 0.050 $ 0.024 $ 0.021 Approval) Subtotal 2 (2011 Dollars) $ 0.406 $ 0.382 $ 0.187 $ 0.163

Field Change Order $ 0.020 $ 0.019 $ 0.009 $ 0.008

Subtotal 3 (2011 Dollars) $ 0.426 $ 0.401 $ 0.197 $ 0.171

Mobilization (4%) $ 0.017 $ 0.016 $ 0.008 $ 0.007

Subtotal 4 (2011 Dollars) $ 0.443 $ 0.417 $ 0.204 $ 0.178 Expected Award Amount (Inflated at 5%/yr. to midpoint $ 0.022 $ 0.021 $ 0.010 $ 0.009 of construction) Construction Inspection (9%) $ 0.040 $ 0.038 $ 0.018 $ 0.016

ROW Costs $ 0.000 $ 0.000 $ 0.000 $ 0.000

Total Alternative Costs $ 0.506 $ 0.476 $ 0.233 $ 0.203

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Exhibit 1.3D – (BR2) Bridge #2 Alternatives Project Costs (in millions) Alt. BR2-1 Alt. BR2-2 Alt. BR2-3 Activities (Concrete Slab) (Prefab. Truss) (Multi-Girder) Bridge $ 0.070 $ 0.087 $ 0.083 Construction Costs Highway $ 0.000 $ 0.000 $ 0.000

Wetland Mitigation $ 0.000 $ 0.000 $ 0.000

SPDES Permit Compliance $ 0.000 $ 0.000 $ 0.000

Incidentals (10%) $ 0.007 $ 0.009 $ 0.008

Subtotal 1 (2011 Dollars) $ 0.077 $ 0.096 $ 0.091 Contingency (15% @ Design $ 0.012 $ 0.014 $ 0.014 Approval) Subtotal 2 (2011 Dollars) $ 0.089 $ 0.110 $ 0.105

Field Change Order $ 0.004 $ 0.006 $ 0.005

Subtotal 3 (2011 Dollars) $ 0.093 $ 0.116 $ 0.110

Mobilization (4%) $ 0.004 $ 0.005 $ 0.004

Subtotal 4 (2011 Dollars) $ 0.097 $ 0.120 $ 0.115 Expected Award Amount (Inflated at 5%/yr. to midpoint $ 0.005 $ 0.006 $ 0.004 of construction) Construction Inspection (9%) $ 0.009 $ 0.011 $ 0.010

ROW Costs $ 0.000 $ 0.000 $ 0.000

Total Alternative Costs $ 0.110 $ 0.137 $ 0.131

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1.7 Which Alternative is Preferred?

The following feasible alternatives have been identified as the preferred alternatives at this time because they meet the project objectives with the most efficient use of funds. A decision to enter final design will not be made until after the environmental determination and evaluation of the comments on the draft design approval document and comments received from the public informational meeting.

(TR) Trail: Only one feasible build alternative, Alternative TR-1, has been identified that meets the project objectives.

(PL) Parking Lot: The recommended feasible PL alternative that best meets the project objectives is utilizing Alternative 1 (PL-1), gravel. This alternative provides the desired trailhead parking while using a more economical surface.

(BR1) Bridge #1, Erie-Attica Railroad Bridge 367.14 over the Genesee River: The recommended feasible BR1 alternative that best meets the project objectives is utilizing Deck Alternative 2 (BR1-D2), timber, with Bridge Railing Alternative 2 (BR1-R2), timber. This alternative combination is considered the preferred option due to the ease of installation of the deck material, it does not require rehabilitation of the truss span and the railing system will be consistent throughout the bridge and easy to maintain.

(BR2) Bridge #2, Farmers Road Span: The recommended feasible BR2 alternative that best meets the project objectives is Alternative 3 (BR2-3) that utilizes a weathering steel multi-girder. This alternative combination is considered the preferred option due to the ease of installation of the bridge and it is more congruent with the character of the trail system and the adjacent railroad bridge from an aesthetics and uniformity of construction materials point of view.

Exhibit 1.4 – Summary of Preferred Alternative Construction Cost s (2012 Dollars )

Preferred Cost (in millions) Alternative Trail TR-1 $ 0.476

Parking Lot PL-1 $0.109 BR1-D2 (Timber Deck) Bridge 1, Erie-Attica Railroad Bridge 367.14 over the Genesee River $ 0.187 BR1-R2 (Timber Rail) Bridge 2, Farmers Road Span BR2-3 $ 0.119

Total Project Construction Cost $ 0.891

Additional amenities and an expanded parking lot may be added to the project as the costs are refined during final design or may be included as add alternates should bids come in below the available budget.

1.8 Who will decide Which Alternative is Chosen And How Can I Be Involved In This Decision?

The Genesee Transportation Council originally recommended a trail connection between the Genesee Valley Greenway and the Village of Avon in their Regional Trail Initiative – Phase 1 , completed in August 2002. The Village of Avon commissioned a trail Feasibility Study, released in March 2007, which 1-12

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provided concept-level findings and recommendations of trail alignment and treatments. Multiple Steering Committee and public meetings were held over this period, and included input from the following agencies and organizations: • Village of Avon • NYS Office of Parks, Recreation and Historic Preservation • Livingston County Planning Department • New York State Department of Transportation • Genesee Valley Conservancy • Friends of the Genesee Valley Greenway • Genesee Transportation Council

Coordination has continued through the preparation of this Design Report with the Village of Avon and NYS Parks to discuss alternatives and obtain information needed for the preparation of this report. The following is a list of pertinent correspondence with necessary agencies.

Date Correspondence Topic Aug. 21, 2008 Project Application to NYSDOT Transportation Enhancements

Sep. 15, 2011 Letter to NOAA – National Marine Fisheries Service Endangered Species Letter to NYSDEC – Div. of Fish, Wildlife & Marine Res. Endangered Species Letter to NYSDEC – Region 8 Endangered Species Cultural Resources Letter to USF&W Service Endangered Species

Sep. 21, 2011 Letter from USF&W Service Endangered Species

Sep. 29, 2011 Letter from NYSDEC – Div. of Fish, Wildlife & Marine Endangered Species

Oct. 14, 2011 Project Submittal Package to NYSDOT Region 4 Cultural Resources

Oct. 27, 2011 Letter to SHPO Cultural Resources

Nov. 2, 2011 Letter to THPO Cultural Resources

Jan. 9, 2012 Letter from SHPO – No Adverse Effect Cultural Resources

Jan. 13, 2012 Letter from FHWA – No Adverse Effect Cultural Resources

Refer to Appendix G for project correspondence.

The Village of Avon and NYS Parks are responsible for making the decisions on preferred alternatives for this project. When making these decisions they will consider all comments received from the community and the various review agencies.

A Public Informational Meeting was held on January 23, 2012 where the public was invited to review the plans and provide comments regarding the project. Minutes from this meeting as well as the handout that was distributed can be found in Appendix G.

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• You can contact:

Christine Quinlan, Project Manager and Village Treasurer Please include the six digit Project Identification Number (PIN) 4754.92 Questions or comments email: [email protected] Telephone: (585) 226-8118

Mailing Address Village of Avon 74 Genesee Street Avon, New York 14414

The deadline for submitting comments on this report is March 28, 2012.

The remainder of this report is a detailed technical evaluation of the existing conditions, the proposed alternatives, the impacts of the alternatives, copies of technical reports and plans and other supporting information.

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CHAPTER 2 – PROJECT INFORMATION

2.1 Local Plans for the Project Area

The proposed Erie-Attica Trail is a specific recommendation under the Recreation “key improvement area” in the Village of Avon Comprehensive Plan 2011. The project is consistent with the overall Comprehensive Plan and complements the Community’s focus on “connectivity, health and reducing energy use.”

This project is on the approved Transportation Improvement Program (TIP) as project No. N07-01-LV1.

There are no approved developments planned within the project area that will impact traffic operations, however parcels are available for future development within the Livingston Industrial Complex (L.I.C.).

2.2 Abutting Highway Segments and Future Plans for Abutting Highway Segments

The Erie-Attica Trail would provide a link between the Genesee Valley Greenway and the Village of Avon by way of Horseshoe Boulevard.

The Genesee Valley Greenway follows the historic transportation corridor of the Genesee Valley Canal and the subsequent Pennsylvania Railroad Rochester Branch that connected the Erie Canal in Rochester with Hinsdale, near Olean in the Southern Tier. The trail makes use of the canal tow path and the rail bed and when completed will be 90 miles long and pass through 5 counties. About 60 miles of trail are now open, mostly between Rochester and Letchworth Park. Because of its length and location, the Genesee Valley Greenway is the backbone of the Region's trail system. It is used for hiking, bicycling, horseback riding, birding, cross country skiing, snowshoeing, and snowmobiling.

The Genesee Valley Greenway trail is primarily a mix of packed cinders, gravel and mowed surface. In the vicinity of the Erie-Attica Trail it is approximately 10 feet wide of mowed grass surface.

At its east end, the Erie-Attica Trail will terminate at the west side of Horseshoe Boulevard within the L.I.C. Pedestrians will access the sidewalk at this location and head either south to Routes 5 & 20 where newly constructed sidewalks allow safe access into the Village center or north to Rochester Street around the northern side of the Barilla Pasta plant. Bicyclists will access Horseshoe Boulevard to travel either south to Routes 5 & 20 or north to Rochester Street.

The Erie-Attica trail also intersects Farmers Road immediately east of the Genesee River. The proposed trail would cross over Farmers Road with a new bridge span and access to the trail would be provided via a ramp up from a new parking area to the north and east of the span over Farmers Road. Farmers Road becomes an 11 foot wide gravel drive north of the Village of Avon DPW buildings and at one time provided access to farm fields north of the Erie-Attica railroad bed.

2.3 Transportation Conditions, Deficiencies and Engineering Considerations

2.3.1 Traffic and Safety and Maintenance Operations

2.3.1.1 Functional Classification and National Highway System (NHS) –

The Erie-Attica Railroad corridor is not part of New York State’s functional highway system and is not on 2-1

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the National Highway System.

Farmers Road and Horseshoe Boulevard are local roads owned by the Village of Avon.

Exhibit 2.1 Classification Data

Route(s) Farmers Road Horseshoe Boulevard Functional Local Road Local Road Classification National Highway System No No (NHS) Designated Truck Access No No Route Qualifying No No Highway Within 1.0 miles of a Yes Yes Qualifying Highway Within the 16 ft. vertical No No clearance network

2.3.1.2 Control of Access –

Currently the Erie-Attica railroad corridor is accessible from the Genesee Valley Greenway. However the corridor has been overgrown and not formally used as a trail. The corridor is not currently accessible from Farmers Road due to the lack of a bridge span over Farmers Road and the lack of a sound deck system and railing on the truss bridge over the Genesee River. There is a farm lane off Routes 5 & 20 that crosses over the railroad corridor; however this is privately owned property.

The existing Village roads have no access control.

2.3.1.3 Traffic Control Devices –

There are no pedestrian and bicycle friendly signals or signs along the project corridor as it is not currently developed as a multi-use trail.

Warning, regulatory and informational trail signage will be installed to current guidelines as part of this project.

2.3.1.4 Traffic Volumes –

The existing user traffic on the Erie-Attica railroad bed is unknown and presumed negligible due to the overgrown nature of the corridor and the fact that access is restricted at the truss bridge. User traffic is expected to increase after project completion, however, not to more than the path’s capacity.

2.3.1.5 Level of Service –

Traffic along the trail corridor is not anticipated to exceed the capacity.

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2.3.1.6 Work Zone Safety & Mobility –

A. Work Zone Traffic Control Plan

The existing railroad corridor will be closed to traffic during the time construction is being undertaken within a specific segment. No detour will be provided or alternate route signed.

Vehicular traffic on Farmers Road and Horseshoe Boulevard will be maintained through temporary shoulder or lane closures as necessary. Complete road closures are not anticipated.

B. Special Provisions

Due to the ability to maintain traffic with acceptable delays during the daylight hours, night time construction will not be utilized. The use of time related provisions will be evaluated during final design. The work zone traffic control will need to be coordinated with local officials and L.I.C.

C. Significant Projects (per 23 CFR 630.1010)

A Transportation Management Plan (TMP) will be prepared for the project consistent with 23 CFR 630.1012. The TMP will consist of a Temporary Traffic Control (TTC) plan. Transportation Operations (TO) and Public Information (PI) components of a TMP will be considered during final design.

2.3.1.7 Safety Considerations, Accident History and Analysis –

The Village does not have any record of incidents along the existing corridor, which is generally overgrown with brush and difficult for pedestrians to access.

The following safety improvements are included in the proposed project: • A stable, firm and slip resistant trail surface that is continuously graded for drainage away from the trail surface. • A shoulder area on each side of the trail. • A clear zone adjacent to the trail. • Ramps, grades and slopes meeting current ADA accessibility standards. • Advanced signage in accordance with MUTCD guidelines along the trail.

2.3.1.8 Ownership and Maintenance Jurisdiction –

The railroad corridor from the Genesee Valley Greenway to the Genesee River (including the truss bridge over the Genesee River), formerly privately owned, is now the legal property of NYS Office of Parks, Recreation & Historic Preservation. The proposed improvements along this corridor and within the truss bridge over the Genesee River will be maintained by NYS Parks.

The remaining trail segment and appurtenances, starting at the midpoint of the pier immediately east of the Genesee River and continuing to the east, will be on Village of Avon properties and owned by the Village. The new Farmer’s Road span, parking area and the trail connection to Horseshoe Boulevard will be maintained by the Village of Avon.

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2.3.2 Multimodal

2.3.2.1 Pedestrians –

This project is an enhancement and transportation project developed to improve the mobility and accessibility both locally and regionally for pedestrians. The project will improve the safety and mobility for all users. The trail will typically be 10 feet wide with 2 foot shoulders along the entire project limits. Abutting sidewalk segments are 5 feet wide. The project will be ADA accessible for 100% of the project length.

2.3.2.2 Bicyclists –

This project is an enhancement and transportation project developed to improve the mobility and accessibility both locally and regionally for bicyclists. The project will improve the safety and mobility for all users. The trail will typically be 10 feet wide with 2 foot shoulders along the entire project limits. Within the village, bicyclists will use the road shoulders or shared lanes. The entire project will be accessible for use by bicyclists.

2.3.3 Infrastructure

2.3.3.1 Design Standards –

The following references were used to develop the design criteria for the critical design elements:

AASHTO Guide for the Planning, Design and Operation of Pedestrian Facilities, 2004 AASHTO Guide for the Development of Bicycle Facilities, 1999 AASHTO LRFD Guide Specifications for the Design of Pedestrian Bridges, 2009 Department of Justice ADA Standards for Accessible Design, 2010 NYSDOT Highway Design Manual (HDM) NYSDOT Bridge Manual USDA – Forest Service Equestrian Design Guidebook for Trails, Trailheads and Campgrounds, 2007

2.3.3.2 Critical Design Elements –

Exhibit 2. 2A Critical Design Elements for Erie-Attica Trail, On Elevated RR Corridor PIN: 4754.92 NHS (Y/N): No Route No. & Name: Erie-Attica Trail Functional Classification: Two-Way Shared Use Path Project Type: Two-Way Shared Use Path Design Classification: Two-Way Shared Use Path % Trucks: NA Terrain: Level / Rolling ADT: NA Truck Access/Qualifying Hwy. Neither Existing Proposed Element Standard Condition Condition 15 mph 1 Design Speed (Bicycle) AASHTO 1999 NA 15 mph Stable, firm and slip-resistant 2 Path Surface ADA Standards 2010 Grass/Vegetation Stone Dust 8.0 ft. Minimum; 10.0 ft. Recommended 3 Shared Use Path Width AASHTO 1999 Varies 10 ft. 2-4

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2.0 ft. 4 Path Shoulder Width AASHTO 1999 NA 2 ft. 3.0 ft., 5.0 ft. Desirable 5 Horizontal Clearance AASHTO 1999 NA 3 ft. 10.0 feet Minimum; 12.0 ft. Recommended 6 Vertical Clearance Equestrian Design Guidebook, 2007 NA 10 ft. 5% without railing 7 Maximum Grade ADA 2010 **20% 5% Minimum Horizontal 60 ft. 8 **10 ft. 60 ft. Min. Curvature Radius AASHTO 1999 2% Maximum 9 Superelevation AASHTO 1999 NA 2.0% 80 ft. Minimum 10 Stopping Sight Distance AASHTO 1999 NA 80 ft. Min. 1.5% Minimum; 2.0% Maximum 11 Trail Cross Slope ADA 2010 Varies 2.0% 1:6 Maximum 12 Shoulder Cross Slope Varies 2.0% AASHTO 1999 Pedestrian Not ADA 13 ADA Compliant Accommodation ADA Standards for Accessible Design Compliant 54 inches 14 Railing Height NYSDOT HDM NA 54 inches 90 psf Pedestrian Loading Pedestrian Bridge Structural H10 (20,000 lb) Vehicular Loading 15 N/A H10 Vehicle Capacity 1.0 kip/16 in 2 Equestrian Loading (Deck Only) Equestrian AASHTO Design of Pedestrian Bridges 2009 **Denotes non-standard feature.

Exhibit 2. 2B Critical Design Elements for Erie-Attica Trail, East of Parking Area PIN: 4754.92 NHS (Y/N): No Route No. & Name: Erie-Attica Trail Functional Classification: Two-Way Shared Use Path Project Type: Two-Way Shared Use Path Design Classification: Two-Way Shared Use Path % Trucks: NA Terrain: Level / Rolling ADT: NA Truck Access/Qualifying Hwy. Neither Existing Proposed Element Standard Condition Condition 15 mph 1 Design Speed (Bicycle) AASHTO 1999 NA 15 mph Stable, firm and slip-resistant 2 Path Surface ADA Standards 2010 Grass/Gravel Asphalt 8.0 feet Minimum; 10.0 feet Recommended 3 Shared Use Path Width AASHTO 1999 NA 10 ft. 2.0 feet 4 Path Shoulder Width AASHTO 1999 NA 2 ft. 3.0 feet 5 Horizontal Clearance AASHTO 1999 NA 3 ft. 8.0 feet 6 Vertical Clearance AASHTO 1999 NA 8 ft. Min. 5% without railing 7 Maximum Grade ADA 2010 NA 1.5% Minimum Horizontal 60 ft. 8 NA 60 ft. Curvature Radius AASHTO 1999 2% Maximum 9 Superelevation AASHTO 1999 NA 2.0% 80 ft. Minimum 10 Stopping Sight Distance AASHTO 1999 NA 80 ft. Min. 1.5% Minimum; 2.0% Maximum 11 Trail Cross Slope ADA 2010 NA 2.0% 1:6 Maximum 12 Shoulder Cross Slope NA 2.0% AASHTO 1999

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Pedestrian Not ADA 13 ADA Compliant Accommodation ADA Standards for Accessible Design Compliant 54 inches 14 Railing Height NYSDOT HDM NA 54 inches Bridge Structural 90 psf Pedestrian Loading Pedestrian / 15 N/A Capacity AASHTO Design of Pedestrian Bridges 2009 Bicycle **Denotes non-standard feature.

2.3.3.3 Other Design Parameters –

Exhibit 2. 4 Other Design Parameter: Design Vehicle Location Design Vehicle Vehicle Accommodated Pedestrian, Equestrian and H10 Pedestrian, Equestrian and H10 Trail On Elevated RR Corridor Vehicle Vehicle Trail East of Parking Area Pedestrian and Bicycle Pedestrian and Bicycle Pedestrian, Equestrian and H10 Pedestrian, Equestrian and H10 Bridge #1 over Genesee River Vehicle Vehicle Pedestrian, Equestrian and H10 Pedestrian, Equestrian and H10 Bridge #2 over Farmers Road Vehicle Vehicle Bridge #3 over L.I.C. spillway Pedestrian and Bicycle Pedestrian and Bicycle

Snowmobilers will be allowed to use the trail portion west of the trailhead parking area. They are expected to follow advisory speed limit and warning signs that will be installed per the design criteria established in Exhibit 2.2A.

2.3.3.4 Existing and Proposed Highway/Bridge Plan and Section –

The existing and proposed typical sections and plans are contained in Appendix A.

2.3.3.5 Non Standard/Non Conforming Features –

Design standards established for the project in Section 2.3.3.2 of this report are based on the documents listed in Section 2.3.3.1. The existing railroad corridor is not currently developed as a multi-use trail, therefore many of the design criteria for a multi-use trail are not currently met.

No non-standard features will be retained or created as part of this project.

2.3.3.6 Pavement and Shoulder Conditions –

Along the abandoned elevated railroad bed the surface of the existing trail and shoulders is generally uneven and overgrown with vegetation throughout. Embankment areas are generally fair with heavy vegetation and relatively stabilized slopes.

A geotechnical investigation of the soil profile along the elevated railroad bed was performed by Fisher Associates in January 2012. The subsurface investigations revealed the following general soil layers: 1. From 2 to 6 inches of organic topsoil with plant roots (generally 2”+ in railbed area) 2. From 7 to 11 inches of railroad bed material (black in color) 3. A subgrade of silty clay and clayey silt

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While the railroad bed material is a well-graded mixture of sands and gravels, the subgrade material is not well-draining. Poorly draining subgrade material in addition to vegetation and trees on the sideslopes of the elevated bed that reduce side drainage and shade the surface from direct sunlight have created a condition where the railroad bed material an elevated moisture content. The additional soil moisture reduces the optimal condition for compaction of the material and may shift with the horse loading.

East of the proposed parking area the trail will generally utilize the top of the mowed banks around the retaining pond for the Livingston Industrial Complex. These areas are stable, firm and relatively level.

2.3.3.7 Drainage Systems –

The majority of the abandoned railroad bed is elevated and drains down the sideslopes. There are three former bridge spans along the corridor between the Genesee Valley Greenway and the Genesee River that at one time provided a drainage course. Currently, only the middle span is needed to convey drainage from the south to the north towards the Genesee River. The two outer spans have been filled in and the south ditch graded to direct drainage to the middle span.

The middle span located approximately 2,350 feet east of the Greenway is the crossing location of a Class C “blue line” stream that is a tributary to the Genesee River to the north. Drainage area calculations were performed as described in Section 2.3.3.10. The stream will be conveyed through a pipe arch culvert and the trail alignment will be routed off of the original railroad alignment at this location.

2.3.3.8 Geotechnical –

Soil borings were taken in the vicinity of the blue line stream and the proposed trailhead parking area. In addition test pit explorations were conducted along the existing trail. A Geotechnical Report with a summary of subsurface investigations and engineering recommendations is contained in Appendix E, along with a technical memorandum summarizing the test pit explorations.

Based on the current subsurface explorations, the subsurface conditions near the blue line stream crossing are suitable to support an embedded pipe arch culvert, however special procedures will be needed to provide a suitable bearing grade and working surface for the proposed structure. Areas under the proposed culvert will be undercut and backfilled with compacted engineered fill material as determined during final design.

Additional geotechnical considerations are necessary for the subgrade materials underlying the railroad fill along the trail and the subgrade soils at the proposed trailhead parking area. Based on the soils encountered in the subsurface explorations, exposed subgrade materials will generally consist of clayey silt and silty clay soils. Due to the grain size and composition, these soils will be highly sensitive to disturbance and strength degradation in the presence of excess moisture and construction traffic. These soils will have a generally low permeability rate and will also be frost susceptible if left open to inclement weather conditions during construction. It is recommended the site preparation work be performed during seasonally dry periods to minimize potential degradation of the subgrade soils and undercuts which may become necessary to establish a stable base for construction. Additional subgrade evaluations and mitigation options are described in the Geotechnical Report contained in Appendix E.

2.3.3.9 Structures –

The Erie-Attica Railroad Bridge 367.14 over the Genesee River and Farmers Road is a three-span bridge consisting of a main truss span over the Genesee River and one approach span on each end.

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The existing bridge is described below.

STRUCTURE DATA DATA EXISTING STRUCTURE PROPOSED STRUCTURE BIN Erie-Attica Railroad Bridge 367.14 Erie-Attica Railroad Bridge 367.14 Feature Carried/Crossed Abandoned Erie-Attica RR / Erie-Attica Trail / Genesee River Genesee River Type of Bridge 3-span (Main Truss & 2 approach) 3-span (Main Truss & 2 approach) Number and Length of Three (24’-0”; 174’-6”; 30’-0”) Three (24’-0”; 174’-6”; 30’-0”) Spans Lane Width(s) Abandoned Railroad (15’-0” +/-) 10’-0” Shared Use Path Shoulder Width(s) N/A N/A Sidewalk(s) N/A N/A Utilities Carried None None Horizontal Clearance(s) 15’-0” +/- (controlled by Truss) 11’-0” +/- (controlled by trailway) Vertical Clearance(s) 30’-0” +/- (controlled by Truss) 30’-0” +/- (controlled by Truss) Federal Sufficiency Rating N/A N/A State Condition Rating N/A N/A

The west approach span is a steel two-girder superstructure with timber railroad ties placed directly on the top flanges of the girders. The main truss span is a steel riveted Through Pratt Truss. The center-to- center spacing of the trusses is 17'-6". Timber railroad ties are placed directly on the top flanges of the stringers and held in place by dapped lower surfaces and their own weight. An east approach span (over Farmers Road) was removed after abandonment of the railroad.

History & Deficiencies – The railroad this structure was built for the Attica branch of the Erie Railroad, which opened in the mid-1800s. The cut-stone substructure for this bridge appears to have been constructed sometime in the 1880s or 1890s based on the stone size and the style of stone used. The stones are fairly large, about 18" thick, and are rough cut except at fitting faces and corners. This style of cut stone was commonly used from the Civil War era to about 1900 when concrete came into common use. All cut-stone piers and abutments have been capped with gravel-aggregate concrete that was commonly used between 1900 and the 1920s. These concrete additions serve as the support for the present superstructure. It seems likely that an earlier superstructure consisting of a wrought-iron truss span over the river and timber approach spans at both ends of the bridge were replaced about 1910 by the present superstructure.

This rail line remained in service until about the 1960s when it was abandoned and the track structure was removed. The ties on the bridge, however, were left in place after running rails and guard rails were removed.

Recent inspections of the bridge indicated that the top flanges of the truss stringers and west approach girders have experienced section loss due to the remaining timber ties along with the vegetation on the girders keeping the top cover plates in a moist environment. The remaining portions of the bridge superstructure are in good condition with only minor section loss. The substructures have some minor spalls in the concrete portions and the cut stone portions are still sound.

Inspection - The bridge has been inspected twice in the last 10 years. The bridge was first inspected on June 12, 2003 by NYSDOT Region 4 Biennial Bridge Inspection personnel. The inspection report outlined that the top flanges of the truss stringers and west approach girders have experienced section loss due to the remaining timber ties along with the vegetation on the girders keeping the top cover plates in a moist environment. The remaining portions of the bridge superstructure are

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in good condition with only minor section loss. The substructures have some minor spalls in the concrete portions and the cut stone portions are still sound.

The bridge was inspected again on August 17, 2011 by Fisher Associates. The inspection report outlined the same overall conditions as the first inspection in 2003.

The 2011 Bridge Inspection Report can be found in Appendix E.

Restrictions – Currently the bridge is closed to all types of traffic. The proposed bridge traffic will be limited to an AASHTO H10 Vehicle, snowmobiles, bicycles, equestrians and pedestrians.

Waterway – There will be no change in the waterway opening as part of this project.

2.3.3.10 Hydraulics of Bridges and Culverts –

Hydrologic and hydraulic analysis was performed to evaluate the capacity of the new culvert to convey a minimum 10-yr design storm. The hydrologic analysis consisted of a review of the contributing drainage areas upstream of the proposed culvert.

The upstream contributing drainage is divided into three primary areas defined as follows. The first area located south and west of Route 5 and is made up of agricultural fields with row crops and a general slope from west to east ranging between 0.5 to 3 percent. This area drains through a 44 inch diameter culvert that crosses under Route 5, with the flow rate being controlled by the culvert. The other two areas are located on the north side of Route 5 with one area to the east of the stream channel and the other to the west. These areas also consist of agricultural fields with row crops for the cover types and sloping toward the stream channel at an approximate slope of 0.5 percent.

A conservative estimate of the resulting flow from these contributing areas for the 10-yr storm event is as described below. The south drainage area contributes approximately 57 cubic feet per second (cfs) through the Route 5 culvert, the west drainage area contributes 99 cfs, and the east drainage area contributes approximately 77 cfs. The minimum hydraulic opening required to convey the design storm is 24.8 square feet. The proposed culvert structure will be large enough to convey the design storm.

No hydrologic and hydraulic analysis was performed to evaluate the capacity of the existing truss bridge to convey a design storm. As observed, the bridge appears to provide adequate capacity for passing the existing Genesee River waterway underneath. Re-decking the bridge over the Genesee River will not change the existing hydrologic or hydraulic conditions.

2.3.3.11 Utilities –

Exhibit 2. 5 Existing Utilities Owner Type General Information & Location Underground telephone line that runs north-south between the set of AT&T Telephone abutments located approximately 2,600 feet west of the Genesee River. No conflict expected. Underground fiber line on the east side of Farmers Road that connects to the Frontier Fiber Village Sewage Treatment Plant south of the elevated RR bed. Telephone No conflict expected. 2-9

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2 inch underground plastic gas main approximately 2’ to 3’ deep located along the approximate center of the elevated RR bed from the Greenway to approximately 2,800 feet west of the Genesee River, where the main turns to the north. The gas main diverts to the south around the first set of abutments Lenape Gathering Gas east of the Greenway, and diverts to the north around the set of abutments at Corporation the stream crossing. Conflict expected due to earthwork/grading necessary to install standard slopes around the existing stone abutment at the Genesee Valley Greenway; utility to be relocated. Overhead electric and transmission lines located on the east side of Farmers Road between Routes 5 & 20 and the elevated RR bed; also located on the south side of and parallel to the elevated RR bed between Farmers Road and National Grid West Electric Horseshoe Boulevard; also located north-south perpendicular to the elevated RR bed at the center of the L.I.C. retention pond. No conflict expected. Storm sewer outlet located at the southwest corner of the L.I.C. retention pond that drains south and west toward the Genesee River; also a storm sewer Storm / outlet at the southeast corner of the pond that drains south and east across Village of Avon Sanitary Horseshoe Boulevard; also a north-south sanitary sewer line along Horseshoe Boulevard. No conflicts expected.

2.3.3.12 Right of Way –

In 2007 the local landowners of the railroad corridor and the truss bridge over the Genesee River gifted legal ownership of the land to the NYS Office of Parks, Recreation & Historic Preservation. In the vicinity of the Genesee Valley Greenway the railroad ROW width is 144 feet for a short distance and then narrows to 105 feet wide. The ROW width continues at 105 feet until just west of the Genesee River where it widens back to 144 feet. Lands adjacent to the abandoned railroad corridor to the north and south are privately owned.

The remaining trail alignment east of the Genesee River is mostly on Village of Avon property north of the Livingston Industrial Complex detention pond, which is owned and maintained by the Village. The trail alignment will generally follow the top of the detention pond embankment from the trailhead parking area and then traverse eastward to intersect with Horseshoe Boulevard. The parking area will be constructed within the bounds of the 2.3 acre parcel of land that was obtained by the Village of Avon via a land swap with the Livingston Industrial Complex. About halfway between Farmers Road and Horseshoe Boulevard, the trail will cross property owned by National Grid, a width of about 100 feet. Legal access will need to be obtained satisfying federal, state, and National Grid requirements for access of a trail across this property.

No property acquisitions from any adjacent landowners are required for the construction, operation or maintenance of this trail.

2.3.3.13 Landscaping/Environmental Enhancement –

Clearing along the railroad corridor will be required to provide adequate width and clear zone on both sides of the trail. Grubbing and some tree removals will also be necessary. The visual environment along the project corridor is consistent with that of rural landscape and similar to that of the Genesee Valley Greenway. The trail section east of the parking area will meander around the north side of the existing storm water drainage pond. This project offers the opportunity to enhance existing natural and manmade environmental features. Additional landscaping using native plant species will be installed in the vicinity of the trailhead parking area.

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2.4 Miscellaneous

Parking for the trail will be provided at the trailhead parking lot north of the Farmers Road Span. Parking will not be allowed on Horseshoe Boulevard or Farmers Road.

There is no proposed lighting as part of this project. A street light exists on Horseshoe Boulevard near the proposed location where the trail terminates at the street.

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CHAPTER 3 – SOCIAL, ECONOMIC AND ENVIRONMENTAL CONSIDERATIONS

Refer to the Environmental Checklist included in Appendix B for information on all environmental issues for which the project was screened.

The social and economic impacts of this bridge and trail project will not be significant. The minor social impacts will be positive by providing a recreational facility for the Village and the community by linking the Village of Avon to the Genesee Valley Greenway. The minor economic impact includes minimal maintenance effort for the facility offset by increased opportunity to draw trail users to the Village for local goods and services.

3.1 National Environmental Policy Act (NEPA)

This project is considered a NEPA Class II, Automatic Categorical Exclusion and the FHWA will be lead agency. The project complies with the requirements of 23 CFR 771.117(c) as a Categorical Exclusion; construction of bicycle and pedestrian lanes, paths, and facilities. Refer to the NEPA checklist and supplemental information in Appendix B. It should be noted that although it is a categorical exclusion, coordination with NYSOPRHP is necessary due to the historical significance of the bridge. Coordination with NYSDEC and USACE is also required for water quality issues.

3.2 State Environmental Quality Review Act (SEQRA)

The Village of Avon (Municipality) is the SEQRA lead agency.

This project is classified as an Unlisted project in accordance with 6NYCRR Part 617, State Environmental Quality Review (SEQR) Act. In accordance with 6NYCRR Part 617.5(c)(2), this project is identified as one that will not have a significant effect on the environment, however does not fall within Type II Classification. Based on the current scope of the project, further environmental reviews under SEQR are not required. A Short Environmental Assessment Form has been filled out as required by Unlisted SEQR projects and is included in Appendix B.

3.3 Additional Environmental Information

3.3.1 Environmental Screenings and Preliminary Investigations

3.3.1.1 General Ecology, Endangered Species, and Critical Environmental Areas –

The lands in the immediate vicinity of and adjacent to the proposed project corridor generally consist of rural areas and are not considered Critical Environmental Areas. There are agricultural, industrial, municipal, and undeveloped properties located along the project corridor.

The New York State Department of Environmental Conservation (NYSDEC) Division of Permits for Region 8 and the NYSDEC Division of Fish, Wildlife and Marine Resources were contacted on September 15, 2011 regarding the presence of significant habitat areas and endangered and threatened species.

The NYSDEC Division of Fish, Wildlife & Marine Resources responded on September 29, 2011 that there are no records of state listed animals or plants, significant natural communities or other significant 3-1

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habitats on or in the immediate vicinity of the site. Chris Setari of the NYSDEC Region 8 Division of Permits responded that two extant species were listed within the project corridor. The False Indian Plantain (Hasteola Suaveolens) and the American Columbo (Frasera carolinensis) are listed, however, the NYSDEC has not encountered these plants recently and they are not considered a species of concern to the project.

Furthermore, False Indian Plantain prefers sandy stream banks and wet meadows, and the American Columbo prefers rich soils lining the lakes and ponds west of the Alleghenies. None of these habitat types are found along the project corridor and these plants should not be considered a concern for the project.

The United States Department of Commerce National Oceanic and Atmospheric Administration (NOAA), National Marine Fisheries Service and the United States Department of the Interior Fish and Wildlife Service (USFWS) were contacted on September 15, 2011 regarding the possible presence of threatened and endangered species and habitat areas.

The USFWS responded on September 21, 2011 that they are unable to reply to Threatened & Endangered Species list requests due to increasing workload and reduction of staff and referred inquiries to their website. Upon review of the USFWS website, it was revealed that one (1) Delisted Species, the Bald Eagle ( Haliaeetus leucocephalus ), was listed for Livingston County. There are no known habitats of the Bald Eagle in the vicinity of the project. Therefore, it is anticipated that further coordination with the USFWS will not be required. To date, no response has been received from NOAA.

3.3.1.2 Ground Water Source Quality –

This project is not located within the limits of a designated U.S. Environmental Protection Agency Sole Source Aquifer. The area is, however, located over a Primary or Principal aquifer as designated by Snavely and Kantrowicz (1982). However, based on the scope of the project and limited disturbance no impacts to the aquifer would occur and no further processing is required under the Safe Drinking Water Act of 1974.

A majority of the Village of Avon businesses, residences and public buildings are serviced by public water. Intermittent properties around the project area have private wells. The proposed project will not impact either the public or private water supplies.

Erosion, sedimentation and water pollution controls will be employed throughout the duration of the project to minimize water quality impacts in groundwater recharge areas. Therefore, the overall quality of groundwater is not expected to be affected by this project.

3.3.1.3 Surface Waters –

The Genesee River is within the project limits and flows generally from south to north. The NYSDEC stream classification for the river within the project area, as contained in 6 NYCRR, Chapter X Part 821, and 6 NYCRR Part 703, is Class C and water quality C. Several unnamed tributaries to the Genesee River are near the project area, with one (1) located in the project corridor, and are classified as Class C streams. The best use of Class C waters is fishing, and the waters are suitable for fish propagation and survival. The water quality is also suitable for primary and secondary recreation contact. The installation of a culvert within one of the unnamed tributaries is required. Seasonal construction restrictions should not apply.

Based upon the current design, existing overall surface water drainage patterns will be maintained and the project will not significantly increase paved surface areas. Thus, significant increases in the surface

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water runoff rates and volumes are not anticipated as a result of the construction of the trail or trail head parking lot.

Coverage under the NYSDEC State Pollutant Discharge Elimination System (SPDES) General Permit for Construction will be required since the total disturbed area exceeds the 0.405 hectare (1.0-acre) permitting threshold. Therefore, the project will also require a Notice of Intent (NOI) and a Stormwater Pollution Prevention Plan (SWPPP).

During construction, storm water runoff from exposed soil surfaces may flow into the existing surface water conveyance system and subsequently into adjacent surface water streams. These flows will be controlled by the use of sediment and erosion control techniques. These techniques will be part of a sediment and erosion control plan to be implemented during construction and will conform to the requirements of the NYS Department of Transportation Standard Specification for Temporary Soil Erosion and Water Pollution Control and the NYS Guidelines for Urban Erosion and Sediment Control.

3.3.1.4 Wetlands –

The NYSDEC freshwater wetland map for the quadrangle Caledonia, New York was reviewed. There are no NYSDEC regulated freshwater wetlands situated within the project location.

The National Wetland Inventory (NWI) Map prepared for the Caledonia, New York Quadrangle, by U.S. Department of Interior, Fish and Wildlife Service was reviewed. Based on the map information there are several NWI wetland areas within project limits. The Genesee River is considered a riverine wetland and “Waters of the United States”. Based on the current project scope including the work associated with the truss, work will not be conducted with “Waters of the U.S.”.

However, permitting and coordination with the United States Army Corps of Engineers (USACE) will be necessary for the installation of the culvert in the unnamed tributary.

A Programmatic Executive Order 11990 applies to this project, based on its classification as a Categorical Exclusion under 23 CFR 771.117, and its qualification for U.S. Army Corps of Engineers Section 404 #14 Nationwide Permit. The project satisfies the requirements of a Programmatic EO 11990 and no further approval from FHWA is required.

3.3.1.5 Floodplains –

Based on the review of FEMA Flood Maps (Map Number 3614110014A), the project is primarily outside the 100-year floodplain. Based on the current design, the trail will be constructed on the elevated railroad bed and will not impact the 100-year floodplain. The proposed area designated for parking is outside the 100-year floodplain. Therefore, the project will be in compliance with NYSDEC 6 NYCRR Part 502.

3.3.1.6 Coastal Zone Management –

During the development of the scope for the project, the Municipality deemed studies regarding coastal zone management not necessary. Therefore, no investigations have been conducted.

3.3.1.7 Historical/Cultural Resources –

The Erie-Attica Bridge and Trail project location is sensitive for both prehistoric and historic sites.

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One NR-eligible structure, the Erie-Attica Railroad Bridge over the Genesee River (05143.000033) is located in the project area and will be converted for use as part of the Erie Attica multi-use trail. Work associated with this structure will include construction of a new deck and railing system.

One national Register eligible prehistoric site, the Avon Bridge Site (05143.000015) is located adjacent to the Erie-Attica Bridge and Trail project location. No project impacts are anticipated to this site.

The trail is proposed along an area between Farmers Road and Horseshoe Boulevard that has been identified as archaeologically sensitive. However, this area was previously tested archaeologically in 2006 and 2007 and no archeological artifacts were identified. Soil borings taken in this location showed extensive fill along the existing dirt access road currently used by the Village and in the location of the proposed parking area. Therefore, there should not be any archaeological concerns in this area.

A Project Submittal Package (PSP) was submitted to SHPO for further review and a letter of “No Adverse Effect” was received January 9, 2012. A copy of the PSP can be found in Appendix B, and a copy of the letter of “No Adverse Effect” can be found in Appendix G.

3.3.1.8 Parks and Recreational Facilities –

Section 4(f) of the Department of Transportation Act applies to properties that are publicly owned parks, recreation areas, wildlife and waterfowl refuges and historic sites of national, state, or local significance. Section 4(f) of the Department of Transportation Act does not apply to this project since none of these resources within the project limits are expected to be negatively impacted, and none of the property owned by NYSOPRHP within the project vicinity was previously developed.

Although the NYSOPRHP owns the former rail road corridor, the land is abandoned, overgrown with thick brush and does not support recreational activities nor is it considered a public park.

The project will not affect property that was acquired or developed with assistance pursuant to 460-I-8 (Bureau of Outdoor Recreation Funds); therefore, an approval will not be required from the Secretary of the Interior.

The project does not involve land within the boundaries of the Adirondack Park.

The project will not affect any property that was improved or developed using Section 1010 Park and Recreation Recovery funds; therefore, no further review is required.

There are eighteen New York State designated Heritage Areas. The subject project will not impact a heritage area; therefore no further review under this section is required.

3.3.1.9 Hazardous Waste/ Contaminated Materials Assessment –

A Hazardous Waste/Contaminated Materials (HW/CM) Assessment was conducted for the project corridor. The primary objective of this assessment is to render an opinion as to whether surficial or historical evidence indicates the presence of recognized environmental conditions that could result in the presence of hazardous materials in the environment. The assessment will be completed in general accordance with the February 2001 Environmental Procedures Manual (EPM) guidelines prepared by the New York State Department of Transportation – Environmental Analysis Bureau.

Visual observations during the site reconnaissance did not reveal the presence of serious environmental concern. There are however, cinders located in the project area that will be disturbed during the

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construction of the trail. Based on historic evidence, railroads created waste along the rail lines from burning coal and petroleum fuels. The cinders may contain byproducts from these fuels.

Review of the published Toxic Targeting Environmental database information indicated seven (7) Closed Status Spills within 1/8 mile of the project study area. The spills are generally minor in nature with full documentation of cleanup actions and should not be considered an environmental concern to the project.

Three (3) facilities are listed as Petroleum Bulk Storage Sites within 1/8 mile of the project area and should not be considered an environmental concern to the project. The Petroleum Bulk Storage Facilities are B&B Precision Manufacturing, the Village of Avon DPW, and the Livingston Industrial Complex.

One (1) Wastewater Discharge Facility, the Village of Avon Wastewater Treatment Plant, is located within 1/8 mile of the project area. Three (3) Hazardous Waste Generators/Transporters are listed within 1/8 mile of the project site and include Shellman Bros. Collision, B&B Precision Tools, and NYS DOT BIN 1001800, the bridge along Routes 5 & 20 over the Genesse River that required lead removal and disposal of lead paint waste during replacement. These generators/transporters are not considered an environmental concern to the project.

There are potential environmental concerns in and adjacent to the project area. These concerns include the potential for contamination of the trail bed contributed by former railroad use. If contaminated soils are found present within the limits of excavation, it is recommended that an Environmental Monitor be present to monitor the soils during the excavation. A subsurface exploration and chemical screening of soil within the limits of excavation is recommended before construction.

As with all construction, should materials be uncovered during construction that are suspected of containing hazardous materials, appropriate precautions and notifications should be taken and sampling and analysis of the materials should be immediately conducted by a certified laboratory.

3.3.1.10 Asbestos Assessment –

A visual asbestos assessment was conducted for the project corridor. The primary objective of the assessment is to determine the potential, based on visual observations, for encountering Asbestos Containing Materials (ACMs) in areas that may be affected by the proposed construction. The asbestos assessment was completed in general accordance with the February 2001 New York State Department of Transportation Environmental Analysis Bureau EPM, Volume II, Chapter 1.3 and the project scope.

Visual observations were made during the site reconnaissance to determine the presence of potential ACMs on the project site that may be impacted by the proposed construction project. Based on observations, no samples were collected from the project corridor. In addition, laboratory data was provided for the suspect materials of the bridge that indicate no asbestos present.

As with all construction, should materials be uncovered during construction that are suspected of containing asbestos, appropriate precautions should be taken and sampling and analysis of the materials for asbestos content should be immediately conducted by a New York State DOL Certified Asbestos Inspector.

3.3.1.11 Noise –

During the development of the scope for the project, the Municipality deemed studies regarding noise impacts not necessary. Therefore, no studies have been conducted.

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3.3.1.12 Air Quality –

During the development of the scope for the project, the Municipality deemed studies regarding air quality impacts not necessary. Therefore, no studies have been conducted.

3.3.1.13 Energy –

During the development of the scope for the project, the Municipality deemed studies regarding energy impacts not necessary. Therefore, no studies have been conducted

3.3.1.14 Farmland Assessment –

The project is situated on the boundaries of Livingston County Agricultural District #1 and District #2 and appears to contain certain soils that are considered Prime Farmland soils. However, the project occupies land that currently or historically has been owned by Erie Attica Railway system since the 1800’s and operated as a functioning railroad and land developed as part of the Livingston Industrial Compex. New York State Parks Recreation & Historic Preservation has retained ownership of all right-of-way for both bridge locations and there will be no conversion of farmland or loss of agricultural district with the proposed project. Therefore no further coordination with the State Department of Agriculture & Markets is required.

3.3.1.15 Visual Impacts –

During the development of the scope for the project, the Municipality deemed studies regarding visual impacts not necessary. Therefore, no studies have been conducted.

3.3.2 Anticipated Permits and Approvals

Specific and/or general permits and approvals may be required for the construction project. Anticipated permits and approvals are summarized below:

• FHWA Programmatic Executive Order 11990 Wetlands Finding • U.S. Army Corps of Engineers Section 404 Permit #14 (Nationwide) • NYSDEC Section 401 Water Quality Certification • NYSDEC State Pollution Discharge Elimination System (SPDES) • NYSDEC Notice of Intent (NOI) • SHPO Concurrence.

The specific permitting and coordination activities are a function of the pathway configuration and design. The need for the anticipated permits identified above will be verified during final design as the design details are further developed.

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APPENDICES