Eastern Trail: Scarborough to South Portland Connector Final Report

Transcription

1 Eastern Trail: Scarborough to South Portland Connector Prepared for: Eastern Trail Management District Prepared by: Nonesuch River, Scarborough Portland, Maine September 2006

2 Table of Contents I. Background & Purpose of the Study II. Study Area III. Study Process & Summary IV. Trail Segment, Structure and Alignment Descriptions V. Cost Estimates VI. Adopted Trail Alignment & Next Steps Appendices Appendix A: Public Meeting Presentations Appendix B: Construction Cost Estimates Trail Surface Cost Estimates by Segment & Structure Cost Estimates Appendix C: Trail Cross-sections List of Tables Table 1: Trail Segment Screening / Evaluation Table 2: Conceptual Trail Alignment Screening / Evaluation List of Figures Figure 1: ET Connector Study Area Figure 2: Conceptual Trail Segment Options Figure 3a to 3d: Conceptual Trail Alignments Figures 4a to 4d: Recommended Trail Alignment Concept Plans Figures 4a-1 to 4d-1: Recommended Trail Alignment Photolog i

3 I. Background & Purpose of the Study The Eastern Trail is a 55-mile non-motorized transportation corridor between Kittery and South Portland. Construction of the entire Eastern Trail will establish an all-season resource that will provide for alternative forms of transportation, connect communities, help to create walk-able and healthy communities and reduce unsanctioned land use. Uses will include walking/hiking, bicycling, cross-country skiing, horseback riding and other non-motorized activities. The proposed Eastern Trail was the subject of an alignment and feasibility study sponsored by the Maine Department of Transportation. The final study was published in April It divided the trail into segments that would make construction and cost estimating more manageable. Two areas of the Eastern Trail were not fully studied during the initial feasibility study because of the complexity of issues and a seeming lack of available suitable land for a trail. The section of off-road trail that would connect the Eastern Trail from the Nonesuch River to South Portland s existing Eastern Trail/Greenbelt was one of areas not fully studied and is the subject of this Study. The Eastern Trail: Scarborough to South Portland Connector Study seeks to find a quality connection to fill an approximate one mile gap in the trail network between the Nonesuch River in Scarborough and the Wainright Recreation Complex in South Portland. II. Study Area Currently, Eastern Trail (ET) users wanting to travel between Scarborough and South Portland travel the on-road ET via Highland Avenue between Black Point Road (Route 207) and the Wainright Recreation Complex. Figure 1 shows a number of the key features of the study area. Major features include: A recently completed trail segment leading to the southern abutment of the Nonesuch River; The Nonesuch River, with two existing Granite abutments, surrounded by wetlands and floodplains, with the bridge structure removed; The Guilford Rail, multi-track, mainline which carries passenger (Amtrak) and freight traffic; Pleasant Hill Road which carries approximately 12,000 vehicles per day with a high percentage of truck traffic and a bridge over the Guilford Rail main line; Land uses which are primarily industrial and commercial in nature, with a small neighborhood along Pond View Drive and remnants of residential uses along Pleasant Hill Road and Rigby Road; The Wainright Recreation Complex which has extensive playing fields and recreation facilities, and is the southern terminus in South Portland of the Eastern Trail/South Portland Greenbelt. 1 of 8

4 III. Study Process and Summary The following describes the design of the Study and the different components used. Also included is a summary of the feedback gathered during each component. A. Steering Committee A steering committee made up of representatives from the Eastern Trail Management District and Eastern Trail Alliance which included representatives from the City of South Portland, Town of Scarborough, residents and trail users worked with Wilbur Smith Associates and the ETMD Project Manager to oversee and provide input and direction for the Study. Meetings occurred regularly throughout the Study. B. ETMD Board Meetings - Three formal presentations and monthly updates to the Eastern Trail Management District Board. During these meetings the Board would accept or provide direction based on information provided by Wilbur Smith Associates and the steering committee. C. Public Meeting #1 The first public meeting was held on November 21, Officials from the Eastern Trail Management District provided a summary of the entire Eastern Trail Project and a description of the management structure used to design, construct, operate and maintain the trail. Representatives from Wilbur Smith Associates provided a description of the Study Area (Figure 1) and the different components of the Study. Participants were then divided into two facilitated groups to discuss potential trail locations. Each group identified potential trail segments on large maps of the Study Area and provided factors that should be taken into consideration when evaluating each segment. See Appendix A for meeting presentations. D. Initial Site Visits and Segment/Alignment Evaluations Members of the Wilbur Smith Consultant Team conducted regular site visits and technical evaluation of potential segments. These visits included research about existing physical conditions, environmental conditions and existing structures. Members of the steering committee and area residents and property owners also attended site visits with the consultant team as needed. Based upon the information gathered at the public meeting, discussions with the steering committee and site visits by the consultant team and interested parties, eight potential trail segments were identified. Each segment (the general area within which the trail could be located) was evaluated using the following criteria: Potential Trail Characteristics; Directness / Convenience / Functionality / Users; Potential attractiveness / Quality; Environmental considerations (wetlands, habitat); Structures / Road & Rail Crossings; Number and type of parcels involved; and, 2 of 8

5 Construction costs. See Section IV.A and Figure 2 for more information about the identified segments. After an evaluation of each segment individually, segments were grouped to create a continuous trail alignment between the Nonesuch River and the Wainright Recreation Complex. A total of seven (7) potential alignments were identified. Each grouping of segments was then evaluated as a complete alignment. See Table 2. E. Public Meeting #2 The second public meeting was held on March 6, The ETMD project manager and consultant team provided an overview of the study process to date and presented two draft preferred trail alignments. See Appendix A for meeting presentations. The two preferred trail alignments required the use of Pleasant Hill Road, Pond View Drive, Old Bog Road and Rigby Road. Residents of Pond View Drive voiced considerable opposition to the use of Pond View Drive and Old Bog Road. The following summary points were made by meeting participants: Residents felt there is a general incompatibility of the use of Pond View Drive as a road with trail (narrow, quiet residential street; safety of trail users); The trail and trail users would create a safety and security issue for Pond View Drive residents; The trail would exacerbate existing problems that already exist on Pond View Drive (cars parking at the end of the street; litter dumping at the end of the street; increased amount and speed of traffic on the street); The other identified segments and/or alignments that don t impact Pond View Drive seem more attractive and should be more fully evaluated. Several suggestions for variations on individual segments were made including the modified use of Pond View Drive. Several area residents volunteered to make site visits with the consultant team to evaluate new variations. F. Final Site Visits and Evaluation Based upon the outcome of the second public meeting, the consultant team and steering committee decided to take a second look at several trail segments, the grouping of segments into trail alignments and new variations proposed at the second public meeting. These additional options included a new off-road alignment in the vicinity of Rigby Road/Rich Tool and Die labeled as Segment F2 and an upland variation of Segment B1 (located along the upland ridge along the Sanborn property instead of 3 of 8

6 within the floodplain). Additional site walks and field evaluations were conducted. G. Final Selection of a Preferred Trail Alignment Based upon the data gathered during the Study, the steering committee selected one trail alignment that would connect the Nonesuch River with Wainright Recreation Complex. The selection was based largely on the cost of construction, environmental considerations and the complexity of required land use negotiations. These factors were weighed against the ratio of resources required to amount of trail constructed (approximately one mile). The steering committee recommended Trail Alignment R1 which significantly decreased the impact to Pond View Drive and uses Segments A, D1 and F2. The Eastern Trail Management District Board adopted this as the preferred trail alignment at its May 2006 meeting. See Figure 3a. IV. Trail Segment, Structure and Alignment Descriptions A. Trail Segments - The study process as described in Section III identified eight (8) potential trail segments. Segments have been labeled A through H for ease of reference and can be found in Figure 2. Several of the segments have potential variations which are labeled with the segment letter name and the variation number (example: A1). The following is a description of each trail segment and variation of that segment. A detailed evaluation of each segment/variation can be found in Table 1. Photographs of the segments, showing existing conditions, are presented in Appendix A as part of the Public Meeting presentations. Segment A: Nonesuch River to Pleasant Hill Road following Old Eastern RR ROW. Segment B: Nonesuch River to Pleasant Hill Road. Includes the following variations: B1: North side of the river crossing at the existing abutments at the Nonesuch River (Structures S1 and S5). B2: South side of the river requiring one new structure crossing of the Nonesuch River (Structures S2 and S5). Segment C: Pleasant Hill Road north to Wainright Recreation Complex via the Old Eastern RR ROW. This would require a new structure crossing over the Maine Central RR Mainline (Structure S3). Segment D: Pleasant Hill Road from Old Eastern RR Right-of-Way (ROW) to Rigby Road. Variations include: 4 of 8

7 Table 1 Trail Segment Screening / Evaluation (Structure costs include approach costs) Trail Segment A B1 From To Nonesuch River to Pleasant Hill Road following Old Eastern RR ROW. Nonesuch River to Pleasant Hill Road on north side of the river. Description of Potential Trail Characteristics (on/off) Off-road trail starting at the southern end within the old rail ROW but moving out of the railroad right of way for the northern third. Off-road trail on the north side of the Nonesuch River; after crossing the River it joins the CMP utility ROW through an industrial park. Directness / Convenience / Functionality / Users Distance: ~ 1400 ft Directness: Most direct and convenient route. Skill Level: For all levels of users. Distance: ~ ft Directness: Least direct route Skill Level: For all levels of users. Potential Attractiveness / Quality Good; most sections traverse natural areas through which buildings and parking areas may be seen. High attractiveness west of the RR line; low attractiveness east of the RR line through the industrial park. Uses Nonesuch R. crossing on the old abutments which has outstanding visual qualities. Environmental Considerations (wetlands, habitat) Wetlands: The old RR alignment passes through wet meadows/floodplain for approx. 500 north of the Nonesuch R.; ± 0.25 acres of filling needed or elevated trail. Habitat: Cuts through wetland and floodplain with secondary growth at the south end and small wood at north end. Streams: Crosses Nonesuch R. and one intermediate stream Some clearing of mature trees needed. Wetlands: The old RR alignment passes through wet meadows/wetland/ floodplain - ± 0.25 acres of filling needed or elevated trail; other portions cross isolated forested wetlands - ±0.1 acres of filling estimated or elevated trail. Habitat: Through some mature forested area. # Streams: Crosses the Nonesuch R. and three drainage swales. May be possible to select a more circuitous route that avoids mature trees and wetland pockets. Structures / Road & Rail Crossings # Structures: New bridge on historic abutments across Nonesuch R.; new ± inch culvert across intermittent stream (depending upon crossing location). # Road Crossings: None (crossing at Pleasant Hill included in other segments). #/Type Rail Crossings: None # Driveways: Adjacent to one commercial driveway/parking lot. # Structures: New bridge on historic abutments across Nonesuch R.; new 100 ft bridge over railroad with two 300 foot long approaches; several new culverts. # Road Crossings: One within industrial park (crossing at Pleasant Hill included in other segments). #/Type Rail Crossings: Overpass or underpass. # Driveways: None. Number and Types of Parcels Involved # Commercial: Two properties/one owner. # Total: Two. Impacts to existing structures: No direct or indirect impacts anticipated. # Residential: None: # Commercial: Three. # Total: Four. Impacts to existing structures: No direct or indirect impacts anticipated. Notes: Requires use of CMP right-ofway/easement. Involves a new structure under or over Guilford RR mainline. Extensive coordination/ negotiation issues anticipated. Construction Cost Estimate Structures: $500k - $600k including the elevated trail across wetland/floodplain. Trail Surface: $100k Total: $600k - $700k Structures: $1.5M - $1.9M (underpass and overpass, respectively) Trail Surface: $400k - $470k Total: $1.9M - $2.37M. Wilbur Smith Associates 1 of 3 ET Connector Segment Evaluation Table doc

8 Table 1 Trail Segment Screening / Evaluation (Structure costs include approach costs) Trail Segment B2 C D1 (Off-road option) D2 (On-road option) From To South of Nonesuch R. to Pleasant Hill Road via Industrial Park/CMP ROW Pleasant Hill Road north to Wainright Recreation Complex via Old Eastern RR ROW Pleasant Hill Road from Old Eastern RR ROW to Rigby Road Pleasant Hill Road from Old Eastern RR ROW to Rigby Road Description of Potential Trail Characteristics (on/off) Off-road trail on the south side of the Nonesuch R., crossing the Nonesuch R. via a new bridge in the CMP utility right-of-way; the east portion follows the CMP ROW through an industrial park. Off-road, starting at the southern end as an off-road trail. Leading to a significant structure over the multi-track ME Central Mai line; the northern end may be a trail alongside the rail or an off-road trail through forest/wooded area. Off-road, but adjacent to the south or north side of Pleasant Hill Road. For trail options to Rigby Road area (F1/F2), trail would use north side of Pleasant Hill Road, crossing at Old Eastern RR ROW (site distance at Rigby Road is poor). For trail options past Rigby Road (E/G/H), trail would use south side of Pleasant Hill Road. On-road as wide (5 6 ), paved shoulders on both sides of Pleasant Hill Road. Directness / Convenience / Functionality / Users Distance: ~ ft Directness: Least direct route Skill Level: For all levels of users. Distance: ~ 2715 ft Directness: Most direct route. Skill Level: For all levels of users; 5%-8% grade up and over new bridge over RR tracks could be challenging for some. Distance: ~ 1255 ft Directness: Moderately indirect route. Skill Level: For beginner with supervision to intermediate levels of users. Distance: ~ 1255 ft Directness: Moderately indirect route. Skill Level: For intermediate and above bicyclists. Potential Attractiveness / Quality High attractiveness west of the RR; low east of the RR. Crossing of ME Central Mainline likely an unattractive, large structure. Moderate to low attractiveness; passes adjacent to suburban/industrial areas through scrub woods. Large structure to cross RR tracks likely unattractive. Moderate Low (along road) Not Recommended. High speed, high truck volumes make this option incompatible for the intended trail users. Environmental Considerations (wetlands, habitat) Wetlands: Through floodplain wetlands, ±0.3 acres of fill needed or elevated trail/boardwalk. Habitat: High quality riverine habitat. # Streams: New Crossing of Nonesuch R. The longer the bridge/elevated trail, the less filling of wetland is needed. Wetlands: Likely filling of one drainage channel; Potential wetland filling at north end near Wainright. Habitat: Pioneer forest (south), older forest (north) # Streams: None Wetlands: None Habitat: No concerns # Streams: None Wetlands: None Habitat: No concerns # Streams: None Structures / Road & Rail Crossings # Structures: One ±500 ft long arching bridge and one 100 ft long tunnel, with 300 ft long approaches. # Road Crossings: One within the industrial park. #/Type Rail Crossings: Overpass or Underpass/Tunnel # Driveways: None # Structures: One ±48 Inch culvert; one 100 ft long structure/overpass with 300 ft long approaches each side. # Road Crossings: One (Pleasant Hill) #/Type Rail Crossings: One overpass # Driveways: Crosses one; adjacent to one # Structures: 500 linear ft of retaining wall; one new bridge over railroad adjacent to road bridge. # Road Crossings: One crossing of Pleasant Hill Rd at Old Eastern RR ROW #/Type Rail Crossings: Bridge adjacent to existing. # Driveways: One (north side) or Two (south side) commercial driveways. # Structures: None # Road Crossings: One for southbound users at old Eastern RR ROW #/Type Rail Crossings: Uses existing road bridge # Driveways: Two-three each direction; commercial drives with mostly truck traffic. Number and Types of Parcels Involved # Commercial: Four. # Total: Four. Notes: Entire alignment requires use of CMP rightof-way/easement. Impacts to existing structures: No direct or indirect impacts anticipated. # Residential: None # Commercial: Two. # Total: Two Notes: One landowner indicates willingness to donate property for alignment. Impacts to existing structures: None anticipated. # Residential: None likely. # Commercial: None likley. # Total: None likely. Potential to be located within public ROW. Impacts to existing structures: Potential direct impacts to building on south side; indirect impacts adjacent to bridge on north side (screening required). # Commercial: None. # Total: None. Impacts to existing structures: Potential direct impacts to building east of RR crossing on south side. Construction Cost Estimate Structures: $1.0M - $1.3M (underpass and overpass, respectively) + Nonesuch R. crossing, $450k Trail Surface: $500k $700k (depending on route/impacts) Total: $1.95M - $2.45M. * Very difficult environmental permitting likely. * Structures: $1.45M Trail Surface: $400k Total: $ 1.85M. Structures: $450k (includes GRES retaining wall approaches) Trail Surface: $75k - $100k Total: $525k - $550k. Structures: $0 Trail Surface: $120k Total: $120k. Wilbur Smith Associates 2 of 3 ET Connector Segment Evaluation Table doc

9 Table 1 Trail Segment Screening / Evaluation (Structure costs include approach costs) Trail Segment E1 (Off-road option) E2 (On-road option) F1 (Onroad/off-road option) From To Pleasant Hill Road from Rigby Road to CMP ROW Pleasant Hill Road from Rigby Road to CMP ROW Rigby Road from Pleasant Hill Road to Wainright Recreation Complex Description of Potential Trail Characteristics (on/off) Off-road, but adjacent to the south side of the Pleasant Hill Road. On-road as wide (5-6 ) paved shoulders on Pleasant Hill Road. On-road, sharing the travel lane with mostly truck traffic. Directness / Convenience / Functionality / Users Distance: 710 ft (Pond View Rd); 1675 ft (CMP ROW) Directness: Moderately indirect route Skill Level: For beginner with supervision to intermediate users. Distance: 710 ft (to Pond View Rd); 1675 ft (to CMP ROW) Directness: Moderately indirect route Skill Level: For intermediate and above bicyclists. Distance: 3025 ft Directness: Direct route Skill Level: For intermediate and above users. Potential Attractiveness / Quality Moderate Low Not Recommended. High speed, high truck traffic make this option incompatible for the types of trail users. Low Environmental Considerations (wetlands, habitat) Wetlands: None Habitat: No concerns # Streams: None Wetlands: None Habitat: No concerns # Streams: None Wetlands: None Habitat: No concerns # Streams: None Structures / Road & Rail Crossings # Structures: None # Road Crossings: One #/Type Rail Crossings: None # Driveways: Five commercial driveways (one for a convenience store) # Structures: None # Road Crossings: One #/Type Rail Crossings: None # Driveways: None (on-road) although driveways entering Pleasant Hill Road are commercial. # Structures: None # Road Crossings: One or two depending upon connections #/Type Rail Crossings: None # Driveways: Two (on-road) commercial driveways intersecting the road. Number and Types of Parcels Involved # Commercial: Possibly two. # Total: Possibly two Notes: May need to take path outside of public right-of-way. # Commercial: None. # Total: None # Commercial: One # Total: One (at end of Rigby Road to Wainright) Construction Cost Estimate Structures: $0 Trail Surface: $185k (to Pond View Dr) - $280k (to CMP ROW) Total: $185k (to Pond View Dr) - $280k (to CMP ROW) Structures: $0 Trail Surface: $90k (to Pond View Dr) - $205k (to CMP ROW) Total: $90k (to Pond View Dr) - $205k (to CMP ROW) Structures: $0 Trail Surface: $130k Total: $130k F2 (Off-road option; added after Public Meeting #2) G H Rigby Road from Pleasant Hill Road to Wainright Recreation Complex Pond View Drive and Old Bog Road ROW from Pleasant Hill Road to Wainright Recreation Complex CMP/Utility ROW at Pleasant Hill Road to Wainright Rec. Complex Offroad, passing through and adjacent to industrial area/uses. On-road at the southern end, sharing the travel lane with vehicular traffic joining to an off-road trail at the northern end. On-road at the southern end, sharing the roadway with an existing driveway around the pond, leading to an off-road trail in an electrical utility right-ofway at the northern end. Distance: 4,000 ft Directness: Moderately indirect route Skill Level: For beginner with supervision to intermediate users. Distance: 3370 ft Directness: Direct route Skill Level: For beginner level of user with supervision to intermediate users. Distance: 4100 ft Skill Level: Indirect route for beginner level of user and up. Moderate (off-road, through open field and forested area/woods but through indus. area). Moderate (Pond View), High (north along Old Bog Road) Moderate (south) High (middle and north) Wetlands: One small wetland within PWD ROW Habitat: No concerns # Streams: None Wetlands: Wetland filling at north end (±0.02 acres) Habitat: Mature forest at north end # Streams: 2-3 crossings of old irrigation ditches. Wetlands: Wetland filling at north end (± 0.02 acres) Habitat: Near but not in pond and forest habitat areas. # Streams: Two crossings. # Structures: None # Road Crossings: One crossing of Rigby Rd#/Type Rail Crossings: None # Driveways: One crossing at Rich Tool & Die access road. # Structures: Two or three bridges or culverts # Road Crossings: One crossing of Pleasant Hill Road. #/Type Rail Crossings: None. # Driveways: One commercial driveway (Rich); 22 residential driveways along Pond View. # Structures: Two or three bridges or culverts; possible need for retaining walls if the CMP ROW is used as the link to Pleasant Hill Road # Road Crossings: One #/Type Rail Crossings: None. # Driveways: Two # Commercial: Five-six (depending upon alignment) # Public: One (Scarb.) # Total: Six-seven # Residential: None # Commercial: None # Total: None Notes: Assumes the use of the existing Bog Road right-of-way. # Commercial: Twothree. # Total: Two-three. Notes: May share alignment with access drive around pond; uses CMP utility line ROW on northern section. Structures: $0 Trail Surface: $400k - $425k Total: $400k - $425k Structures: $0 Trail Surface: $175k Total: $175k Structures: $0 Trail Surface: $400k Total: $400k Wilbur Smith Associates 3 of 3 ET Connector Segment Evaluation Table doc

10 D1: An off-road alignment on a trail adjacent to Pleasant Hill Road on the north or south side of the road. D1 would require a new structure adjacent to the bridge crossing the Maine Central RR Mainline (Structure S4). (For options that might connect to Segment E1, the preferred location of a trail would be on the south side of Pleasant Hill Road.) D2: An on-road alignment on Pleasant Hill Road using new and existing paved shoulders. Segment E: Pleasant Hill Road from Rigby Road to either Pond View Drive or the CMP ROW. Variations include: E1: An off-road alignment on a trail adjacent to Pleasant Hill Road on the south side of the road. E2: An on-road alignment on Pleasant Hill Road using new and existing paved shoulders. Segment F: Rigby Road from Pleasant Hill Road to Wainright Recreation Complex. Variations include: F1: An on-road alignment using Rigby Road. F2: An off-road alignment off of Rigby Road that connects to Old Bog Road by using Portland Water District and Rich Tool & Die properties. Segment G: Pond View Drive and Old Bog Road ROW from Pleasant Hill Road to Wainright Recreation Complex. Segment H: CMP/Utility ROW at Pleasant Hill Road to Wainright Recreation Complex. B. Trail Structures There are five (5) structures that would be required in order to utilize a particular segment. Structures have been labeled S1, S2, S3, S4 and S5. The location of each structure is identified on Figure 2 and in greater detail on Figures 3a to 3d. The following is a description of each structure: S1: Bridge over the Nonesuch River for Segment A to Pleasant Hill Road or for Segment B1 to the Sanborn property. S2: Bridge over the Nonesuch River for Segment B2 to the CMP ROW corridor. S3: Bridge over the Maine Central Mainline on Segment C - Eastern Rail Road ROW. 5 of 8

11 S4: Bridge over the Maine Central Mainline on Segment D - Pleasant Hill Road. S5: Bridge over or tunnel under the Maine Central RR Mainline for Segments B1 or B2 to the CMP ROW corridor. C. Conceptual Trail Alignments - Trail segments were grouped to create continuous trail alignments, or routes, between the Nonesuch River and the southern end of the Wainright Recreation Complex. A total of seven (7) conceptual trail alignments were identified. Alignments have been labeled R1 through R7 (example: R1, R2, R3, etc.) for ease of reference and can be found in Figures 3a to 3d. A detailed description and evaluation of each potential trail alignment can be found in Table 2. The following is a brief description of the component parts of the conceptual trail alignments: V. Cost Estimates R1 - Adopted Alignment: Includes Segments A / D1 / F2 and Structures S1 / S4. R2: Includes Segments A / D1 / F1 and Structures S1 / S4. R3: Includes Segments A / C and Structures S1 / S3. R4: Includes Segments B1 / H and Structures S1b / S5. R5: Includes Segments B2 / H and Structures S2 / S5. R6: Includes Segments A / D1 / E1b / G and Structures S1 / S4. R7: Includes Segments A / D1 / E1a / H and Structures S1 / S4. Cost estimates for the construction of trail segments and structures were developed for use when evaluating potential alignments and as a basis for the future to apply for construction funds. When determining the total cost associated with the complete construction of a segment or alignment, the estimate for trail surface must be added to the estimate for any required structures. An additional percent of that total must be included to cover costs associated with design/engineering, construction mobilization, and signage. Unknown costs associated with environmental permitting and possible mitigation as well as land use negotiations must also be considered. Lastly, cost estimates were derived using 2006 dollars, requiring adjustments for inflation in future years. Construction cost estimates by segment can be found in Table 1. A detailed breakdown of these cost estimates for trail surface (no structures) and by structure can be found in Appendix B. Total cost estimates for the seven proposed trail alignments can be found in 6 of 8

12 Table 2 Conceptual Trail Alignment Screening / Evaluation Alignment R1 (Adopted Alignment) R2 R3 R4 Segments (Figure #) A / D1 / F2 (Fig 3a and 4a to 4d) A / D1 / F1 (Fig 3a) A / C (Fig 3b) B1 / H (Fig 3c) Description of Potential Trail Characteristics Off-road trail for entire length Four distinct sections: a rail-trail which makes a 90 degree turn at its north end to become a sidepath which makes another 90 degree turn to become an on-road section of trail on an industrial back- road, which then converts to a shared use path at the northern end. Straight, continuous off-road rail-trail with significant railroad overpass. Off-road trail for entire length Directness / Convenience Functionality / Users Moderately longer route requiring changes in direction Fairly direct, some back tracking; separation of ET users and stored trailers on Rigby Road a safety issue. Most direct route; very convenient for long distance users; railroad overpass would be a large structure with long approaches. Moderately longer route but direct in routing (requires less directional changes along the route). Potential Attractiveness / Quality Potentially attractive route. Use of Rigby Road is very unattractive and creates a low quality route. Through/adjacent to suburban/industrial areas; similar to other sections of the trail. Potentially highly attractive route with high visual quality. Some relatively remote sections. Potential security/safety issues if underpass used at rail crossing. Environmental Considerations Use of old Eastern RR ROW and elevated boardwalk/trail will minimize potential wetland/floodplain impacts for Segment A. Use of existing RR alignment and existing roads minimizes environmental impacts. Use of existing RR alignment will minimize environmental impacts; minimal filling of wetlands at either end; filling of drainage swale between Pleasant Hill Road and the RR. Potential impacts to wetlands and floodplains in B1 section. Opportunity to hug property line along north edge of section B1 to avoid impacts to CMP utility ROW. Structures / Road & Rail Crossings Bridge over Nonesuch on historic abutments feasible; the one road crossing at Pleasant Hill Road will need to be well marked; major structure over RR tracks at existing bridge on Pleasant Hill Road. Bridge over Nonesuch on historic abutments appears workable; new bridge over RR adjacent to Pleasant Hill Bridge is efficient means of crossing RR; the one road crossing of Pleasant Hill Road at intersection with Rigby Road will require careful planning; Bridge over Nonesuch on historic abutments feasible; the one road crossing at Pleasant Hill Road will need to be well marked; the bridge over the railroad will be long and high (22 clearance required over tracks). New structure over the Nonesuch R. at existing abutments. Structures needed at grade changes along B1. Underpass or overpass at Guilford main line. Number and Types of Properties Involved Maximizes public ROW / property using Pleasant Hill Road and Old Bog Road. More than half of alignment is within public roadway right-of-ways. Property owner at north end may want concessions to provide an easement. Five parcels total. Almost 1/3 of the distance could be acquired by donation (PWD); most commercial parcels, as well as the Guilford Railroad, involved. Seven parcels in Scarborough; one in South Portland. Use CMP ROW (usually provides annual license rather than 20 yr easement req d for federal funding) & easement extensively. Construction Cost Estimate Total: $1.525M - $1.675M Total: $1.225M - $1.38M. Total: $2.45M - $2.55M Total: $2.3M $2.77M. Would require significant cooperation/coordination with Guilford Rail. Wilbur Smith Associates 1 of 2 et connector corridor evaluation table doc

13 Table 2 Conceptual Trail Alignment Screening / Evaluation Alignment R5 Segments (Figure #) B2 / H (Fig 3c) Description of Potential Trail Characteristics Off-road trail for entire length Directness / Convenience Functionality / Users Moderately longer route but direct in routing (requires less directional changes along the route). Potential Attractiveness / Quality Potentially highly attractive route with high visual quality. Some relatively remote sections. Potential security/safety issues if underpass used at rail crossing. Environmental Considerations Potential impacts to wetlands and floodplains in B2 section. Structures / Road & Rail Crossings New structure over the Nonesuch R. requires significant structure and elevated approaches. Underpass or overpass at Guilford main line. Number and Types of Properties Involved Six parcels in Scarborough; One in South Portland. Uses CMP ROW (usually provides annual license rather than 20 yr easement req d for federal funding) & easement extensively. Construction Cost Estimate Total: $2.35M $2.85M. R6 A / D1 / E1b/ G (Fig 3d) R7 A / D1 / E1a/ H (Fig 3d) Four distinct sections: a rail-trail which makes a 90 degree turn at its north end to become a sidepath that crosses at least three commercial drives and then makes another 90 degree turn to become an on-road section of trail on a low traffic residential road, which leads to a shared use path on an unused public right-of-way for the northern most section. Three distinct sections: a rail-trail which makes a 90 degree turn to become a sidepath that crosses at least seven commercial drives and one roadway and then makes another 90 degree turn to become a shared use path along a pond and through a wood under a utility line. Fairly direct route with no backtracking; sidepath alignment along Pleasant Hill Road creates likely safety issues at driveway crossings; Pond View Drive appears usable as is; the use and alignment of Bog Road need to be verified. Moderately direct route with some backtracking; sidepath alignment along Pleasant Hill Road creates safety issues at driveway and roadway crossings. Mostly through suburban areas; forest at northern end is attractive. Northern and southern ends are attractive; middle section along Pleasant Hill Road is typical suburban; not a desirable route along Pleasant Hill Road for this length of trail. Use of existing RR alignment and existing roads minimizes environmental impacts; maze of drainage channels at northern end will need to be traversed. Use of existing alignment, existing roads and access ways minimizes environmental impacts; maze of drainage channels at northern end will need to be traversed. Bridge over Nonesuch on historic abutments appears workable; new bridge over RR adjacent to Pleasant Hill Bridge is efficient means of crossing RR; the one road crossing of Pleasant Hill Road at Pond View Road has acceptable sight distance. Bridge over Nonesuch on historic abutments feasible; new bridge over RR adjacent to Pleasant Hill Bridge is efficient means of crossing RR; the one road crossing of Pleasant Hill Road at Pond access or CMP utility easement has acceptable sight distance. Would require significant cooperation/coordination with Guilford Rail. More than half of alignment is within public roadway right-of-ways. Property owner at north end may wish to exchange So. Portland s Bog Road ROW for a direct easement along C/F1 to Wainright Complex. One owner of RR alignment is historically not interested in providing an easement; property owner at north end may want concessions to provide an easement; the use of the pond access road and utility right-of-way will require at least two easements. Total: $1.485M - $1.61M. Total: $1.81M - $1.93M. Wilbur Smith Associates 2 of 2 et connector corridor evaluation table doc

14 Table 2 and in Figures 3a to 3d. The cost totals are for trail surface and associated structures required. Table 3 Summary Construction Cost Estimates Conceptual Trail Alignment Construction Cost Estimate R1 $1.525M - $1.675M R2 $1.225M $1.38M R3 $2.45M - $2.55M R4 $2.3M - $2.77M R5 $2.35M - $2.85M R6 $1.485M - $1.61M R7 $1.81M - $1.93M Source: Wilbur Smith Associates. VI. Adopted Trail Alignment & Next Steps A. Adopted Trail Alignment - A recommended Trail Alignment was selected based upon a balancing of numerous criteria, including: Functionality & Safety for Users; Right of Way Needs / Direct Property Impacts; Attractiveness / Directness of the Route; Environmental Considerations; and, Construction Cost. The Adopted Trail Alignment is identified as R1. It consists of Segments A, D1, and F2 and requires structures S1 and S4. It is an entirely off-road connection. During the evaluation process it ranked among the highest in each of the evaluation criteria. The Eastern Trail Management District adopted this alignment at its May 2006 meeting. The ETMD acknowledges that this selection was based on current realities and that any changes in future circumstances may warrant a modification of the adopted route. The Recommended Trail Alignment is illustrated in Figure 3a along with its cost estimates. More detailed drawings (1 =100 ) of the adopted alignment are presented in Concept Plans, Figures 4a to 4d. Trail cross-sections are shown at the bottom of the drawings. Photographs referenced in the Concept Plans are Figures 4a-1 to 4d-1 in the Adopted Trail Alignment Photo Log. Cross-sections for the adopted trail alignment are shown at the bottom of the Concept Plans and in Appendix C. B. Next Steps Identifying a recommended trail alignment is only the first step in the development of a trail project. This Study is the completion of that first step and will provide data needed by the Eastern Trail Management District (ETMD) to move this project toward final design and construction. 7 of 8

15 1. Construction Funding - The next step for this project is to use the cost estimates to apply for state, federal and municipal construction funds. Timing for this is subject to budget cycles and economic conditions. 2. Final Engineering - Once funds are received the ETMD will hire an engineering firm to complete the final design which will build upon the identified alignment, cross sections and types of structures. During this phase the ETMD will have the ability to adjust the adopted alignment to address any changes in circumstances and to make any design modifications that will provide a better product. The public will have two final opportunities to review and provide comment on the project before it goes to construction. 3. Construction At the completion of final engineering the ETMD will hire a construction company. The construction season for a trail generally occurs in late May through mid to late November depending on weather conditions. The amount of time required to construct a trail depends on the number and size of required structures, environmental factors and the level of coordination that may have to occur with utility companies and transportation providers. 8 of 8