Engineers' Perspective: Scoping Out Burlington's "Little Five Corners"

TECHNICAL PROPOSAL
SCOPING STUDY: SOUTH

WINOOSKI AVE, HOWARD
STREET, AND ST. PAUL ST
INTERSECTION
RFP NO.
8.26.2016
PREPARED FOR:
CITY OF BURLINGTON
SUBMITTED BY:
180 Battery Street, Suite 350
Burlington, VT 05401
802.383.0118
www.rsginc.com
RSG
IN COOPERATION WITH:
HARTGEN ARCHEOLOGICAL ASSOCIATES, INC
POINT OF BEGINNING LAND SURVEYING
180 Battery Street, Suite 350

Burlington, Vermont 05401
802.383.0118
www.rsginc.com
August 26, 2016

Martin Lee, P.E., Municipal Project Manager
City of Burlington Department of Public Works
645 Pine Street
Burlington, VT 05401
RE:
Scoping Study for Intersection of South Winooski Avenue, Howard Street, and Saint Paul
Street (Burlington STP BP15(17))
Dear Mr. Lee:

RSG is excited to offer our services to the City of Burlington to assist in identifying real improvements to the
walking and bicycling network in the South End. At the gateway to the Five Sisters, South End Arts and
Business District, and Hill Section neighborhoods, the awkward, five-legged intersection has long been a
source of vehicle congestion, pedestrian confusion, and bicyclist ire. Several planning documents cite the
location as ripe for improvements, and it is clear: momentum, and priorities, have shifted at the intersection.
planBTV has taken a progressive look at the planning process throughout the City with public outreach
successes and impressive results. Unfortunately, as with so many high level planning studies, there are few
specific recommendations. The truth is, the intersection is challenging: St. Paul is a primary vehicle access route
to Downtown Burlington, Howard Street is steep, the skewed intersection limits sight distance and increases
pedestrian crossing lengths, and the five approaches lead to more signal demands, longer signal cycle lengths,
and increased congestion. If there were an easy solution, it would have already been constructed.
We at RSG thrive in these complex situations with competing interests. Our office, located on the Waterfront
in Burlington, is staffed by people who appreciate walking and bicycling into work every day as bicyclists and
pedestrians in Burlington we live the challenges presented by this project.
In addition, we have a rich history of complex traffic analysis and planning with a variety of travel modes, as
evidenced by our scoping efforts in the Shelburne Street Roundabout and Exit 16 Diverging Diamond
Interchange both projects now under the design and construction wing of VTrans. What these two projects
demonstrate in particular is the innovative application of pedestrian and bicycle enhancements in challenging
locations: the DDI will provide bicycle lanes in sidewalks where there previously were none without costly
bridge reconstruction, and pedestrians will be able to safely navigate single lane approaches on all five legs of
the Shelburne Street Roundabout.
We continue to thrive in this complex planning and analysis environment with current studies underway in
Burlington and throughout Chittenden County. We are completing Phase 1 of the Winooski Avenue Corridor
Study, which has been tasked specifically with creating a complete north-south bicycle facility linkage,
including at the study intersection of this proposal. Winooski Avenue as a corridor is a complex facility,
alternating between one-way and two-way vehicle traffic in several locations, with contra-flow bike lanes in
some locations or no bike lanes at all, with four lanes of traffic in the downtown to quieter neighborhood
streets to the north and the south. The scenarios investigated are equally diverse and complex, and demonstrate
the confidence that the City and RPC have in RSGs ability to make sense of such a constrained environment.
We look forward to applying our talents to this intersection in detail, working with the City and the residents to
investigate opportunities and uncover the constraints. We understand the goal of this project is to enhance the
safety, livability and comfort of residents and patrons, allowing for the neighborhood to foster this
prominent gateway between communities as an activity center, while allowing efficient vehicle travel.
The project will be managed by me, Jonathan Slason, PE. With years of related active transportation experience
on this continent and abroad, I will shepherd this project through the various stages of development with
support from David Grover, PE and Roxanne Meuse, EIT. Corey Mack, PE will assist with the development
of conceptual designs, alternatives and cost estimates, and provide technical review throughout the project.
RSG has also enlisted the support of Hartgen Archeological Associates, Inc. to provide historical and
archaeological survey support and Point of Beginning Land Surveying to provide site survey support.
We look forward to the opportunity to work with you and the City on this project. Our team is ready and eager
to provide the City, residents, and this emerging neighborhood a path forward to transportation equity.
Sincerely,
RSG
JONATHAN SLASON, PE
Senior Engineer
RSG 55 Railroad Row, White River Junction, Vermont 05001 www.rsginc.com
SCOPING STUDY: SOUTH WINOOSKI AVE, HOWARD

STREET, AND ST. PAUL ST INTERSECTION
PREPARED FOR:
CITY OF BURLINGTON
CONTENTS
1.0
PROJECT UNDERSTANDING AND INTRODUCTION ................................................................... 1

1.1 | Firm Introduction ............................................................................................................................ 6
2.0
PROJECT APPROACH.................................................................................................................... 7
2.1 | Scope of Work ............................................................................................................................... 7
TASK 1: Kickoff Meeting with the Steering Committee & Project Team .......................................... 7
TASK 2: Development and Maintenance of a Public Participation Plan.......................................... 7
TASK 3: Compile Base Map / Existing Conditions .......................................................................... 8
TASK 4: Identify Local Concerns, Purpose and Need Statement ................................................... 9
TASK 5: Develop Conceptual Alternatives ...................................................................................... 9
TASK 6: Alternatives Presentation ................................................................................................. 10
TASK 7: Preliminary Cost Estimates and Project Time Line ......................................................... 11
TASK 8: Report Production and Final Presentation ...................................................................... 11
2.2 | Estimated Labor Hours By Task .................................................................................................. 12
2.3 | Project Schedule ......................................................................................................................... 13
3.0
PROFESSIONAL QUALIFICATIONS OF STAFF ......................................................................... 15

3.1 | Personnel Qualifications .............................................................................................................. 15
3.2 | Relevant Projects and References .............................................................................................. 15
Vermont State Highway On-Road Bicycle Facilities Plan .............................................................. 16
Quechee Village Bicycle and Pedestrian Plan ............................................................................... 17
US-7 / Middle Road Intersection Scoping Study ............................................................................ 17
Pearl Street / Prospect Street Intersection Scoping Study ............................................................ 18
I-89 Exit 16 Circulation Study and Scoping Report ........................................................................ 18

Railyard Enterprise Project ............................................................................................................ 19
Sidewalk Scoping Study in Hinesburg, VT..................................................................................... 20
ii
4.0
RESUMES....................................................................................................................................... 21
5.0
REPRESENTATIVE WORK SAMPLE ........................................................................................... 22
August 26, 2016
1.0
PROJECT UNDERSTANDING AND INTRODUCTION
RSG, in coordination with Hartgen Archaeological Associates, Inc. (Hartgen) and Point of Beginning
Land Surveying (POB Surveying) are pleased to submit this proposal to conduct the Scoping Study for
the intersection of South Winooski Avenue, Howard Street and Saint Paul Street. The goal of this
scoping study is to identify and evaluate alternative improvements to improve the safety for people
walking and bicycling, meet accessibility standards, and to foster the emerging neighborhood by
supporting enhancements to pedestrian, bicycling and motorist travel.
The intersection of Saint Paul Street with South Winooski Avenue and
Howard Street has long been a difficult junction to safely and efficiently
accommodate the variety of users who pass through. Several competing
factors highlight the challenges including:
-
Adjacent retail and commercial land uses are thriving and

generating vehicle, pedestrian and bicycle traffic, as well as
freight and delivery requirements. On-street parking along all
Explore potential for a redesigned
legs challenge the use of the limited roadway widths to
intersection at Howard / St. Paul /
accommodate all modes and the driveways for the businesses
Winooski, where improvements could
close to the intersection all present challenges to the safety
help foster an emerging neighborhood
and operation of the intersection.
activity center.
-
Howard Street is a convenient east-west link between points
further east on the Hill to points west along Pine Street and the
waterfront. The intersection is a natural collector for school-aged children walking from the
Five Sisters neighborhood to Edmunds Elementary and Middle Schools. Furthermore, the
colorful crosswalk and proposed raised intersection at Pine and Howard may create higher
east-west pedestrian and bike flows.
FIGURE 1: VIEW OF THE INTERSECTION WEST FROM HOWARD STREET, WITH TOMGIRL
JUICE ON THE LEFT AND SHYGUY GELATO ON THE RIGHT.
City of Burlington
Scoping Study: South Winooski Ave, Howard
Street, and St. Paul St Intersection
TECHNICAL PROPOSAL
The intersection lies at the confluence of

three Burlington neighborhoods with distinct
FIGURE 2: BURLINGTON
NEIGHBORHOODS.
identities and demographics: the South End

Arts and Business District, the Five Sisters,
and the Hill Section. The neighborhoods
have been undergoing significant changes in
the past years, and this intersection provides an
opportunity for the past and future of all three
neighborhoods to emerge. Improvements at this intersection will
reinforce the connection between the communities and foster the
continued emergence of a collective neighborhood.
-
The steep grade of Howard Street affects signal capacity for vehicles, and
can sometimes contribute to difficult winter conditions for all modes of
travel. In addition, the steep grade results in high velocity surface water
during storm events and increased risk of scour along the curb line.
FIGURE 3: PROJECT LOCATION MAP, NOTE LACK OF CROSSWALK

ACROSS WINOOSKI AVENUE AND SKEWED INTERSECTION GEOMETERY. SOURCE:
GOOGLE MAPS
August 26, 2016
SOURCE:
SEVEN DAYS,
DON EGGERT
ARTIST.
Five approaches to the intersection, built into a hillside, with acute angles, all contribute to
intersection complexity, resulting in long crossing distances and limited intersection sight
distance. Furthermore, the signal has not been upgraded to include pedestrian countdown
signals.
Commuting periods experience higher traffic flows between Shelburne Street to the south, St.
Paul Street and South Winooski to the north. The three busy legs meet at this intersection,
resulting in at least three signal phases, more unused all-red time, and increased congestion.
St. Paul Streets (north of the intersection) daily two-way traffic is approximately 9,500 vehicles
per day with the Winooski one-way southbound leg experiencing approximately 3,500 vehicles
per day. Howard is estimated to have an average daily traffic of less than 600 vehicles per day.
This study will require knowledge of the Burlington network, the
PUBLIC INVOLVEMENT PLAN

RSG is committed to an inclusive project
development process. At the beginning of the
project, RSG will work with the City to
complete a Public Participation Plan and
Equity
Impact
Worksheet
to
identify
impacted stakeholders and strategies and

tools
to
communicate
the
project
community, active transportation facilities, and incorporate a wide

degree of input from stakeholders.
We will approach this study by first understanding its context
relative to the wider transportation system. Our recent experience
in the Winooski Transportation Analysis reviewed a number of
alternatives of changing traffic flow patterns on Winooski, Union,
and how the downtown core roadway network was affected. These
insights will provide our team a higher perspective when
development process. The development and
considering the detailed improvements at this one intersection.
continual
The intersection serves critical north-south links and is an
maintenance
of
this
plan
throughout the project is a separate and

distinct task within the scope of work, not
just incidental to scheduled public meetings.
important connection between Willard Street and the Hill Section

to the east, and Pine Street and the South End Arts and Business
District to the west. Furthermore, the northbound CCTA Route 5
Pine Street makes an eastbound left through the intersection.
Understanding the current
and future demands, the
modes which people use to travel, and how the wider network
may be affected will be critical to the success of this study.
We know that input from the Neighborhood Planning Assembly,
local stakeholders, and public officials is critical to developing
alternatives that address real public needs in a feasible way, and we
will utilize multiple venues to receive public input. RSG will work
with the City to identify populations and stakeholder groups
which may otherwise be underrepresented by contacting housing
authorities, SSTA/Paratransit operators, and other organizations
FIGURE 4: CCTA BUS NAVIGATING

THE INTERSECTION.
to increase awareness of the project, advertise public meetings,

and obtain input and feedback on the project. Safe Routes to School planners will be consulted at
Christ the King School, Edmunds Elementary and Middle School, and the DPW to obtain student
travel perspectives.
City of Burlington
TECHNICAL PROPOSAL
Development of the alternatives will begin with the initial public outreach. The first true public meeting
will coincide with a site access tour, where participants will be asked to walk, pedal, roll, ride, and wheel
through the project area. Afterwards, we will convene on site and describe how we experienced the
environment, at which point we will hand sketch possible improvements based on the feedback
received. The issues identified and the initial alternatives developed by the group at this public work
session will be documented for further evaluation.
Several initial alternative concepts have been explored:
Bulbout at northwest corner of St Paul and Howard
The large radius at the northwest corner of St Paul and
Howard Street is an obvious hindrance to pedestrian travel
through the intersection. Trucks could be prohibited from
turning southbound right, and a bulbout could be designed to
allow travel lanes and bicycle lanes with a reduced curb radius
(shown at 15-feet at right). A bulbout so designed could
reduce the pedestrian crossing distance to 50-feet; this
distance could be further reduced by realigning the crosswalk
to be perpendicular to the travel lanes.
The reclaimed asphalt surface could become public space like
a pocket park, or patio space for the adjacent retail and
restaurants.
Realignment of Winooski Avenue
FIGURE 5: BULBOUT ALTERNATIVE.
By realigning South Winooski Avenue to intersect St Paul Street at a more perpendicular angle would
address several issues:
A pedestrian connection could be constructed more easily between the east and west sides of
South Winooski Avenue at the realigned intersection with St Paul Street.
The crosswalk length at Howard Street could be reduced.
The traffic signals could be carefully coordinated to reduce the number of signal phases,
improving vehicle congestion even with pedestrian phases.
There is approximately 8-feet of grade difference between St Paul Street and Winooski Avenue, and
additional preliminary planning and conceptual design would be required to evaluate the potential of
this alternative.
August 26, 2016
Roundabout or Mini-Roundabout Intersection

A roundabout or mini-roundabout may be an appropriate
form of control at the intersection. Consideration will be
given to both bicycle and pedestrian access through the
intersection, as well as truck volumes, intersection
geometry, and Right-of-Way impacts. Additionally, the
roundabout or mini-roundabout alternative may function
differently with a realigned South Winooski Avenue,
adding yet another potential alternative.
Alternative features regardless of concept:
Regardless of the hardscaped concepts pursued as
alternatives, several features could be addressed as add-on
alternative features:
Pedestrian signals and countdown timer,

including push buttons and a pedestrian crossing
phase (may require a new signal controller and
cabinet) to meet ADA Accessibility Guidelines.
FIGURE 6: REALIGNED SOUTH

WINOOSKI AVENUE ALTERNATIVE.
Consider a Pedestrian Scramble phase, allowing diagonal pedestrian crossings, which

may be shorter.
New mast arm and pedestal traffic signal system to

replace the existing span wire. Mast arm signals located
on the opposite side of the intersection have been
shown to reduce red light running.
Transit improvements, including a shelter.
These are but a few of the project alternatives that may be

proposed during the development of the project. As noted
earlier, the intention of this scoping project is to document
the issues facing the intersection, highlight the challenges in
addressing these issues, and provide a suite of solutions for
FIGURE 7: THE EXISTING SPAN WIRE SIGNAL
SYSTEM MAY NOT BE SUITABLE FOR
PEDESTRIAN UPGRADE, REQUIRING A
WHOLE NEW SIGNAL SYSTEM.
the neighborhood to make informed decisions, plan

accordingly, and choose the best alternatives that foster this
emerging neighborhood. RSG is eager to walk this path with
the City, their staff, and its residents.
City of Burlington
TECHNICAL PROPOSAL
1.1 | FIRM INTRO DUCTION

For nearly 30 years, RSG has influenced innovations in
transportation. Comprehensive transportation planning requires a
multidisciplinary approach to identifying and developing solutions.
RSG's blend of transportation and market knowledgeand our
unique set of multidisciplinary capabilitiesyields innovative, actionable, and cost-effective results.
Since RSGs founding by Dartmouth professors in 1986, we have served a broad portfolio of publicand private-sector clients locally, regionally, nationally, and internationally.
We embrace the opportunity to collaborate with the City of Burlington, Neighborhood Planning
Assemblies, local advocacy groups and the project stakeholders on this important project. After thoroughly
reviewing the Request for Proposals (RFP), along with the relevant background studies and initiatives, we
feel that the following unique qualifications set us apart:
We Know the Study Area. RSG staff live and work in the City of Burlington. We walk, ride,
roll, and cycle these streets. Our team has worked on numerous projects within Burlington for
the City and for the Chittenden County Regional Planning Commission, and are knowledgeable
of local concerns.
We Understand the Importance of Stakeholder Support. RSG staff appreciate that the
solution is only as good as how well it is understood. From the significant time spent in the
community for the Cliff Street sidewalk project to the extensive engagement and option
analysis for the Railyard Enterprise Project our team realizes this will be an important aspect
for this project. Our final deliverable will include a visually appealing, two-page fact sheet
that distills the entire project into an approachable and understandable summary, which can be
used by stakeholders moving forward.
We are Experienced with Bicycle/Pedestrian Project Scoping in Vermont. RSG staff

have successfully managed dozens of bicycle/pedestrian scoping and design projects across
Vermont. We are familiar with the standard requirements of federally funded scoping projects,
and we thrive on context-sensitive opportunities to improve safety for all modes of
transportation. Not only are we transportation planners, but we are also active transportation
users ourselves.
We are a Dedicated Transportation Planning and Engineering Consultancy. RSG staff

members understand the important nuances of planning and designing transportation
infrastructure in the public realm, and our transportation design qualifications inform our
planning judgment. Our planning alternatives will be evaluated in the context of what is
realistically constructible.
RSG is a 100% employee-owned (ESOP) company and has been honored with several national
workplace excellence awards. RSG is headquartered in White River Junction, Vermont, and has
additional offices in Burlington, Vermont; Arlington, Virginia; Evansville, Indiana; Chicago, Illinois; Salt
Lake City, Utah; Portland, Oregon; St. Augustine, Florida; and San Diego, California.
August 26, 2016
2.0
PROJECT APPROACH
All of the tasks identified in the RFP scope of work issued August 5, 2016 are herein incorporated into
our proposed scope of work. The following task-based scope of work is intended to supplement the
RFP and illustrate a streamlined effort, combining activities when appropriate.
2.1 | SCOPE OF WORK

TASK 1: Kickoff Meeting with the Steering Committee & Project Team
The City of Burlington Department of Public Works (DPW) will convene a project Steering Committee
consisting of members from DPW, VTrans Bicycle and Pedestrian program, advocacy organizations,
and any other members that the DPW nominates.
The Kickoff meeting will be held to develop a clear understanding of the project goals, objectives,
timelines and deliverables. This meeting will familiarize all parties with the projects process. Public
outreach and methods to engage public participation will be discussed.
Central to our approach at Project Kickoff meetings will be to clearly outline the methods of
communication with the steering committee and the DPW Project Manager as well as have a clear
picture of how the final deliverables will be used.
DELIVERABLES
Brief project presentation to the Steering Committee
Notes from the Kickoff Meeting
TASK 2: Development and Maintenance of a Public Participation Plan

Throughout the scoping study RSG will ensure that public concerns are understood and consistently
applied through the course of the project. The project steering committee will assist in identifying key
stakeholder groups who will be engaged to ensure their perspective is shared at all stages: through
project conception, development, and follow-up. The steering committee and RSG will identify
populations 1 and stakeholder groups which may otherwise be underrepresented by contacting housing
authorities, SSTA/Paratransit operators, and other organizations to obtain input and feedback on the
project. The resulting information will guide the development and continual application of the Public
Participation Plan.
Notification of public meetings will be done through online forums, neighborhood assembly meetings,
but also local flyers at the Shy Guy Gelato and TomGirl Juice as well as Kerry's Kwik Stop. Proposed
plans and concepts will also be printed and can be made available for display on community notification
boards. RSG will work with the City to maintain and regularly update an online project page, either
through the Citys website with their staff, or through a Facebook Public Group page.
DELIVERABLES
RSG reviewed the ECOS GIS data to better understand languages and other possible barriers for
communicating with the general public.
City of Burlington
TECHNICAL PROPOSAL
Public Participation Plan and Equity Impact Worksheet
TASK 3: Compile Base Map / Existing Conditions

Compile Base Maps, Identify Natural Resources
RSG will compile a base map using available geographic information including orthophotos, Town
parcel data, and other natural resource-based GIS data available from DPW, CCRPC, ANR Natural
Resources Atlas and BioFinder, and the Vermont Center for Geographic Information (VCGI). All
geographic information will be compiled in ArcMap.
RSG has teamed with Point of Beginning Surveying (POB Surveying) to prepare a topographic survey
of the project area to inform the planning and conceptual alternative evaluation process. The survey will
be available in CAD format.
Document Vehicle, Bicycle and Pedestrian Traffic Volumes
RSG will conduct a twelve-hour video turning movement count of bicycles, pedestrians, and vehicles of
the intersection, capturing not just peak hour volumes but demand throughout the day. The entire-day
view will inform a broader perspective of bicycle and pedestrian demand through the intersection, not
just peak hour commuter demand.
Identify Land Use Context and Pedestrian Desire Lines
RSG will summarize the land uses in the project area and surrounding neighborhoods. Using the video
count, RSG will document a sample of pedestrian travel paths, noting the entrance approach, lane
crossings, and exit approach through the intersection. These paths will be used to document the
predominant pedestrian desire lines, indicating the greatest demand for pedestrian access.
Identify Cultural Resources
RSG has teamed with Hartgen Archeological Associates Inc. to investigate historical and archaeological
resources in the project area. Hartgen will perform a reconnaissance-level survey of above-ground
historic structures that may be disturbed by facilities improvements. They will perform an
Archaeological Resources Assessment that will determine the extent of archaeologically sensitive land
within the project area. Hartgen will produce reports detailing their findings, and RSG will incorporate
these findings into our resources assessment.
Identify Existing Rights-of-Way and Utilities
Due to the complex, urban, densely developed nature of the project, it will be assumed that the City
ROW extends to 1-foot beyond the sidewalk. Even if the ROW does extend beyond the sidewalk,
individual properties have made improvements up to the sidewalk, and any modifications would likely
require considerable coordination, similar to a ROW impact.
Above-ground utility information will be collected by the topographical survey conducted by POB
Surveying, noted above. DigSafe will be contacted for a list of utilities with underground infrastructure;
August 26, 2016
these utilities, including the appropriate City Public Works staff will be contacted for the approximate
location of their infrastructure.
DELIVERABLES
Base maps of parcels, natural resources, land use, and pedestrian desire paths
Field conditions from topographic survey and turning movement count
Archaeological Resources Assessment / Historic Structures Review
TASK 4: Identify Local Concerns, Purpose and Need Statement

RSG with DPW assistance will organize and moderate a Local Concerns Meeting (LCM). The meeting
will be advertised as noted in the Public Participation Plan, plus using yard signs on each corner for
pedestrians, bicyclists, and motorists to see. The meeting will be held on-site, with participants, walking,
biking, rolling or wheeling the various walkways and crossings, observing traffic flow, and generally
experiencing the project area. Following this experience, we will meet on-site and discuss our
observations. With each observation, the issue behind the observation will be documented, and possible
alternatives to address that issue will be brainstormed and sketched, beginning the alternatives
development phase.
Following the meeting, the issues and alternatives will be documented and distilled into a Purpose and
Need Statement. The Purpose and Need Statement, with refinement from the Steering Committee, will
provide a clear understanding of the project vision, goals, objectives, and concerns. The Purpose and
Need Statement will include consideration for the Citys broad transportation vision and goals.
DELIVERABLES
LCM promotional material at least three weeks prior to the meeting
Key results of the existing conditions assessment
Documentation from the LCM
Purpose and Needs Statement
TASK 5: Develop Conceptual Alternatives

Determine Alternatives
Following the LCM and during the development of the Purpose and Need Statement, RSG will have
distilled the issues and sketches into a set of alternatives for consideration. These initial alternatives will
be amended to ensure that short-term and long-term alternatives are considered. In addition, RSG will
review which of the alternatives may be appropriate for pilot tests or demonstration projects. As an
optional task (not included in this scope of work), RSG may assist in the implementation of a pilot
study or demonstration project.
City of Burlington
TECHNICAL PROPOSAL
Identify Constraints, Impacts and Permitting Requirements

Our next task will be to determine what might hinder construction of the identified alternatives. We will
overlay the base maps from Task 3 with the agreed upon alternatives
OPTIONAL TASK: DEMONSTRATION
PROJECT
RSG will identify which short-term and longterm projects may be appropriate for a
demonstration project through the DPWs
new Tactical Urbanism program, such as
chalk pavement markings, hay bale bulbouts,
or other opportunities. The details of these
opportunities will be developed following
alternatives development.
and identify constraints and impacts. There are many physical

constraints through the project area, including the steep grade, close
proximity of adjacent buildings, numerous driveways, and utility poles.
Other constraints may include increased congestion, possibly
contaminated urban soils, and stormwater management. Each
alternative will have a planning level, square-foot based cost estimate
for comparison purposes. Future construction may require various
types of permits, such as Act 250 and Stormwater Discharge; these
issues will be documented and quantified.
Once we have determined the impacts of each alternative, RSG will
develop an Alternatives Matrix using the standard VTrans format, tailored to this specific site and City
and neighborhood issues. For each alternative, the matrix will contain information concerning the basic
facility information (e.g., length, typical width, etc.), impacts assessed (including ROW issues, utility
conflicts, and natural and cultural resource constraints), an estimated cost, and required permits.
DELIVERABLES
Maps showing general site features, proposed facilities, and constraints
Alternatives Matrix describing impacts, estimated cost, and required permits
TASK 6: Alternatives Presentation

The Alternatives Presentation Meeting (APM) will provide the public with a chance to comment on the
different alternatives, ask questions, and choose which alternative to advance. RSG will present the
alternatives using clear visual aids such as maps, photos, pictures of example facilities, and the
Alternatives Matrix. The City will assist in securing a location to hold the meeting, preferably near the
project area such as ArtsRiot.
We will take clarifying questions throughout the presentation and take general questions from the public
at the end. Our goal is to determine a municipal-preferred alternative at the APM through a voting
exercise such as Dot-Mocrocy. If an alternative is not agreed upon at the meeting, RSG will obtain
further information to assist in determining the municipal-preferred alternative. Our budget assumes
that only one APM will be required to determine which alternative to advance.
Notification for the APM will follow the same procedure as for the LCM (Task 3), including providing
promotional materials at least three weeks before the meeting is scheduled. RSG will document the
results of the meeting for concurrence by the Steering Committee.
DELIVERABLES
APM promotional material at least three weeks prior to the meeting
Presentation describing the alternatives and impacts
APM Documentation
10
August 26, 2016
Selection of a Preferred Alternative for further analysis
TASK 7: Preliminary Cost Estimates and Project Time Line

For the preferred alternative identified in Task 6 a comprehensive cost estimate based on bid item
quantities will be developed to account for the subsequent stages of planning, design, and construction.
The estimate would include consideration for local project management, urban soils, and construction
inspection.
Assumed funding sources will be confirmed with the Steering Committee which will affect the
proposed path of the project towards construction. Project implementation will be documented and if
developed in phases, each phase will include separate line item cost estimates.
DELIVERABLES
Bid item quantity based cost estimate for preferred alternative
Project implementation time line
TASK 8: Report Production and Final Presentation

Initial Report Preparation
After the municipal-preferred alternative is agreed upon, RSG will prepare the initial draft of the
scoping report format in Attachment A of the RFP. The reports will compile all pertinent information
gathered during the project, including all relevant meeting notes, engineering analyses, and resources
impacts. The synopsis of the alternatives will include the benefits and impacts of each alternative and a
final recommendation. Tasks 2 through 7 will be summarized in the initial draft report, including a
visually appealing standalone 2-page project fact sheet.
RSG will deliver both hard and soft (digital) copies of the draft report and all appendices to the project
steering committee.
Revisions from the steering committee will be incorporated into the draft report, and we will provide
this revised report to the steering committee at least one week prior to the public presentation.
Report Presentation
RSG will present the draft report at a publicly scheduled local meeting. The City and steering committee
will assist to determine the time and location of the public meeting. RSG shall present and clarify the
project development process, selection of a preferred alternative, implementation plan and next steps.
Final Scoping Report
After the Report Presentation, RSG will incorporate revisions resulting from the meeting and distribute
the Final Scoping Report. We will deliver both hard and soft copies with all appendices. We will also
provide the DPW and VTrans with all data, databases, reports, and materials created under this project.
DELIVERABLES
Initial Draft Report / Draft Report
Report Presentation
Final Scoping Report with all data, databases, reports, and materials created under this project
11
City of Burlington
TECHNICAL PROPOSAL
2.2 | ESTIM ATED L ABOR HOURS BY TASK

We have estimated a total labor commitment of 390 hours between RSG, Hartgen Archeological Associates, Inc. and Point of Beginning Surveying.
RSG
Cost/
Task
14
16
$1,708
$2,240
4
20
8
22
$777
$1,768
12
18
38
16
10
30
6
$1,652
$3,840
$1,191
$966
$3,080
$537
Project Engineer
Project Analyst
Meeting Preparation & Attendance

On-going Project Management
6
16
Development of Plan and Worksheet

On-Going Maintenance and Outreach
Task 2 - Public Participation Plan Development and Maintenance

Task 3 - Compile Base Map / Existing Conditions
POB Surveying
Hours/
Task
Project Manager
Task 1 - Project Kickoff Meeting and Project Management
Land Surveyor
Compile Base Maps and Natural Resources

Topographical Survey
Document Traffic Volumes
Identify Land Use Context
4
2
2
2
16
6
Local Concerns Meeting and Follow Up

Purpose and Need / Initial Alternatives
6
6
8
6
24
16
$2,584
$1,716
Develop Alternatives
Identify Impacts
Develop Evaluation Matrix
2
2
2
8
6
2
20
12
4
30
20
8
$2,727
$1,892
$817
Public Meeting
Preferred Option
4
2
16
4
20
6
$1,751
$578
Comprehensive Costs
Implementation / Funding Sources / Time Line
2
2
12
12
14
22
$1,133
$2,253
8
2
4
2
2
2
20
8
$2,848
$1,115
$560
$668
78
52
188
30
12
4
6
Total Hrs
390
Task 4 - Local Concerns and Purpose and Need Statement

Task 5 - Develop Conceptual Alternatives
Task 6 - Alternatives Presentation

Task 7 - Preliminary Cost Estimates and Time Line
Task 8 - Report Production and Public Meeting
Initial Draft Report
Draft Report
Public Meeting
Final Report
Total Hours per Staff
12
Hartgen
Historian /
Archaeologist
August 26, 2016
36
28
28
36
2.3 | PROJECT SCHEDULE

The following schedule has been prepared for the activities discussed in the scope of work. All activities are expected to be completed by the end of June 2017, prior to
the September 30, 2017 deadline noted in the RFP.
Task 1 - Project Kickoff Meeting and Project Management
Aug
Sept
2016
Oct
Nov
Dec
Jan
Feb
Mar
2017
Apr
May
Jun
Jul
Meeting Preparation & Attendance

On-going Project Management
Task 2 - Public Participation Plan Development and Maintenance

Development of Plan and Worksheet
On-Going Maintenance and Outreach
Task 3 - Compile Base Map / Existing Conditions

Compile Base Maps and Natural Resources
Topographical Survey
Document Traffic Volumes
Identify Land Use Context
Task 4 - Local Concerns and Purpose and Need Statement

Local Concerns Meeting and Follow Up
Purpose and Need / Initial Alternatives
(outdoor meeting - before it gets too cold or daylight savings!)
Task 5 - Develop Conceptual Alternatives

Develop Alternatives
Identify Impacts
Develop Evaluation Matrix
Task 6 - Alternatives Presentation

Public Meeting
Preferred Option
(allow time for Town Meeting Day business)
Task 7 - Preliminary Cost Estimates and Time Line

Comprehensive Costs
Implementation / Funding Sources / Time Line
Task 8 - Report Production and Public Meeting

Initial Draft Report
Draft Report
Public Meeting
Final Report
13
3.0
PROFESSIONAL QUALIFICATIONS OF STAFF
3.1 | PERSONNEL QU ALI FIC ATIO NS

JONATHAN SLASON, PE, will serve as Project Manager for this project. He has over ten
years of experience working to plan, design, and connect our built environment to the people
surrounding it. Jonathans education in economics and civil engineering combine to enable him to
take the conceptual and translate that into tangible action. He supports RSGs traffic operations,
transportation planning, and engineering design practices. Jonathan has developed several design
guidelines as the basis for any streetscape and roadway redevelopment projects. In his recent
experience from New Zealand, Jonathan lead the transportation design of a redeveloping town center
to include a shared street, new boulevard and arterial Complete Streets, and inter-connections
between infill residential developments and an upgraded train and bus transit center.
COREY MACK, PE, will serve as Senior Project Engineer for this project. Corey supports
RSGs traffic operations, transportation planning, and engineering design practices. Corey excels at
analyzing, designing, permitting, and constructing transportation facilities, from freeways and
highways to bike paths and sidewalks, and from project initiation and grant applications through final
design and construction administration. He previously managed and conducted the analysis of all
crosswalks within Stowes Village Center as part of a project that evaluated crosswalk locations for
safety and reasonableness within the overall pedestrian network. Corey enjoys working with
communities to identify their challenges, inform discussion, and develop tailored solutions through
public engagement. He is proficient in computer modeling, assembling conceptual plans, and
preparing construction documents, and he excels at guiding public conversations through the
transportation decision process.
ROXANNE MEUSE, EIT, will serve as Project Engineer for this project. Roxanne supports
RSGs traffic operations, transportation planning, and engineering design practices. She has designed
and drafted a new left-turn lane leading to the future Alchemist Brewery in Stowe, Vermont. Her skills
include drafting in AutoCAD and MicroStation; analyzing data using Excel and GIS; writing reports
and technical memos; and preparing cost estimates. She is particularly adept at bridging the gap
between engineering and public engagement, using written and visual forms of communication to
make technical principles and designs accessible to everyone.
3.2 | RELEV AN T PROJECTS AND REFERENCES

RSG has been successful in engaging with the community on difficult projects. Most recently
completing the initial stages of the Railyard Enterprise Project through an array of public meetings
and conscientious engagement it has been a success. In South Burlington the Chamberlin
Neighborhood planning study was delivered with high marks in the way that RSG facilitated
engagement and actively involved members of the community in thoughtful dialogue on how to
enhance their sense of place. One project delivered in the local community included the contentious
Cliff Street sidewalk planning study which was delivered successfully through extensive time and
energy spent developing and evaluating options in an open, transparent, and accessible manner.
15
City of Burlington
Scoping Study: South Winooski Ave,
Howard Street, and St. Paul St Intersection
TECHNICAL PROPOSAL
In addition to these local planning successes, RSG has extensive experience completing Intersection
Scoping and Bicycle and Pedestrian projects. We have included detailed summaries of a few projects
shown on the map below.
VERMONT STATE HIGHWAY ON-ROAD BICYCLE FACILITIES PLAN

RSG was selected by the Vermont Agency of Transportation
(VTrans) to develop an on-road bicycle facilities plan for the State of
Vermont. The final plan will prioritize on-road bicycle facility
improvements and balance limited transportation resources with a
demand for expanded bicycle-friendly recreational and commuter
use across the state. The plan will be developed in three phases.
Phase I, which is currently concluding, has emphasized robust
stakeholder outreach and a comprehensive technical mapping effort
16
August 26, 2016
to arrive at publicly endorsed, bicycle use corridors prioritized across the state. Extensive public
comment has been collected during this phase, including three statewide meetings recorded and
broadcast to 13 locations and input from over 2,000 users of a crowd-sourced online map. Phase II
will identify critical gaps in the top-tier bicycle corridors. Phase III will identify specific improvements
(e.g., signage, striping, widening, etc.) to address the identified gaps in the top-tier bicycle corridors.
The scope and schedule of the second and third phases will be based on the findings and outcome of
Phase I.
REFERENCE
Sommer Bucossi, summer.bucossi@state.vt.us, (802) 828-3884
QUECHEE VILLAGE BICYCLE AND PEDESTRIAN PLAN

The Town of Hartford, through a Vermont Transportation Alternatives
Grant Program, selected RSG to provide planning, public outreach, and
engineering services to identify and prioritize a package of feasible
improvements to create an interconnected sidewalk/path system
throughout Quechee Village. As part of the project, RSG completed a
Scoping Study that included two major east/west routes (Route 4 and
Quechee Main Street), along with several other local streets, covering 4.7
miles. RSG approached this project as a master planning effort, with an
overarching goal to work with the community to develop a plan that identifies feasible, prioritized,
and phased sidewalk and path improvement projects. Intensive community engagement exercises
were also conducted to identify and extract ideas from community members on the best approaches
to connect the various destinations throughout the village. RSG employed innovative strategies to
ensure full connectivity throughout the village, as the study area was large and there were several
obstacles to overcome.
REFERENCE
Matt Osborn, Planner for Town of Harford, mosborn@hartford-vt.org, (802) 295-3002
US-7 / MIDDLE ROAD INTERSECTION SCOPING STUDY

The Town of Milton, Vermont, and the Chittenden County Regional Planning Commission
(CCRPC) sought the services of RSG to prepare an intersection scoping study at the intersection of
US-7, Middle Road, and Railroad Street in Milton, Vermont. The intersection, classified as a highcrash location, consisted of complex
skewed geometry, a high-speed
superelevated through movement, and
adjacent development near the
intersection. The study reviewed several
alternatives, including a new traffic signal,
a roundabout, and realigned approaches
from the two local intersecting roads. All
alternatives included consideration of a
significant development adjacent to the
17
City of Burlington
TECHNICAL PROPOSAL
intersection, and a preferred alternative was selected that weighed costs with Right-of-Way impacts,
safety concerns, traffic congestion, and community streetscape character. The Full Hourglass
Alternative with two realigned approaches to US-7 was selected and is moving forward into design
with contributions from the Vermont Agency of Transportation and Town of Milton.
REFERENCE
Jason Charest, jcharest@ccrpcvt.org, (802) 846-4490
PEARL STREET / PROSPECT STREET INTERSECTION SCOPING STUDY

RSG worked with the CCRPC and the City of Burlington to prepare an intersection Scoping Study to
evaluate alternatives to address identified safety, mobility, and operational issues at the Pearl
Street/Prospect Street/Colchester Avenue intersection in Burlington, Vermont. This Scoping Study
effort grew out of a recommendation from the Colchester
Avenue Corridor Study (October 2011) to investigate
opportunities to align the northbound and southbound
Prospect Street approaches.
During the course of the Alternatives Assessment phase,
the project Steering Committee identified the potential to
address near-term safety and operational performance
through the implementation of relatively low-cost pilot
improvements. RSG prepared a pilot plan of
improvements, which included signal hardware and timing
modifications, re-striping Pearl and Prospect streets, and
the installation of No Turn on Red LED signals. The pilot
was implemented during the summer and fall of 2013 and
ultimately endorsed by the Burlington Public Works
Commission in May of 2014.
The broader scoping study evaluated alternatives that included intersection approach reconfiguration,
additional turn lanes, enhanced bicycle and pedestrian accommodations, and a roundabout.
REFERENCE
Eleni Churchill, echurchill@ccrpcvt.org, (802) 846-4490
I-89 EXIT 16 CIRCULATION STUDY AND SCOPING REPORT

The US-2 / US-7 corridor, near the I-89 Exit 16 interchange in Colchester, VT, is a key commuting
arterial that connects Burlington, Winooski, and Essex Junction to points north. Over the last few
decades, significant new development has combined with existing pressures to create excessive
intersection congestion during peak hours throughout the corridor. As a result, the corridor faces the
challenge of providing bicycle and pedestrian resources in an increasingly urbanized environment,
while enabling further growth and development in the area with increasingly scarce funding for the
necessary infrastructure improvements.
18
August 26, 2016
With input from local, regional, state and federal stakeholders, RSG developed a transportation plan
based on reasonable and likely growth scenarios. These improvements included consideration for
expanded highway infrastructure, transit, and bicycle and pedestrian facilities. The resulting
recommendations required significant expansion to the Exit 16 diamond interchange, including
replacement of the existing bridge. In an
effort to minimize costs, an innovative
interchange design, the Double Crossover
Diamond (DCD), was presented for further
analysis. This alternative, which included
provisions for pedestrian and bicycle access
through the interchange, was selected as the
preferred alternative by the Town and State
stakeholders and is currently under design by
the Vermont Agency of Transportation.
REFERENCE
RAILYARD ENTERPRISE PROJECT

RSG is working with the Chittenden County Regional Planning Commission (CCRPC) to develop a
network of multimodal transportation improvements. These improvements will incorporate the
principles of Complete Streets and will support economic development in the area; improve livability
of the surrounding neighborhoods; enhance multimodal travel connectivity between the Pine Street
corridor and the Burlington Waterfront South area; and improve intermodal connections to the
Burlington Railyard, a National Highway System (NHS)-designated intermodal facility. The Railyard
Enterprise Project (REP) uses FHWAs PEL process to
develop, evaluate, and select transportation alternatives to
address identified needs in the underdeveloped urban
brownfield area of Burlington, Vermont. The key focus of the
work is to develop alternatives promoting economic
development and access to the recreational opportunities along
the Lake Champlain waterfront. Using the Scoping/PEL
process for the REP will help streamline the project
development process by minimizing duplication of effort during
the NEPA process, thus expediting delivery/completion of the
project.
REFERENCE
19
City of Burlington
TECHNICAL PROPOSAL
SIDEWALK SCOPING STUDY IN HINESBURG, VT

The Town of Hinesburg, Vermont, and the
Chittenden County Regional Planning Commission
retained RSG to explore the possibility of building
new sidewalks in three areas of the village where
future growth is expected, including connections to
the Community School.
This study involved typical scoping tasks including
soliciting public input, developing multiple
alternative, and presenting the alternatives to the public. The final report included alternative
alignment plans, cross sections, and benefits and impacts of each alternative in the standard VTrans
matrix including potential resource impacts, permitting requirements, and construction costs.
REFERENCE
Peter Keating, pkeating@ccrpcvt.org, (802) 846-4490 x 14
20
August 26, 2016
4.0
RESUMES
21
JONATHAN SLASON, PE
Senior Engineer
Jonathan Slason, PE, focuses on our connections with our built environment through the ways we plan for,
design, and continue to maintain and fund our infrastructure. Jonathans education in economics and civil
engineering combine to enable him to take the conceptual and translate that into tangible action. He
supports RSGs traffic operations, transportation planning, and engineering design practices bringing over
ten years of consulting experience analyzing, designing, permitting and constructing transportation facilities.
EXPERIENCE
SELECTED PROJECT EXPERIENCE
10 years
North Avenue Diocese/Burlington College Housing Development, Burlington,

VT. Lead analyst for the traffic study and mobility components for a large 700-unit
EDUCATION
residential development in the north end of Burlington. The study reviews site access,
BS, Economics and Civil

Engineering, Rensselaer
Polytechnic Institute, (2004)
mobility within the site, parking needs, and assesses site impacts on the adjacent
street network. (2016)
New Lynn Transit Oriented Design, Auckland, NZ. Transportation engineer
responsible for roadway streetscape, sidewalk, signage, traffic signals, and overall
access to the major transit oriented redevelopment of the New Lynn around the
improved light rail and bus station. Work included weekly design meetings with project
team, complex array of construction related traffic management signals and temporary
configurations, and facilitating stakeholder engagement between the regional Traffic
SCOPE OF SKILLS
Management Unit (TMU), former Waitakere City Council, Auckland Transport, and the
Traffic Operations
contractor. Preliminary design to post-construction review. (2009-2011)*
Parking and Mixed Use

Development
I-89 Exit 20 Financing Plan, St. Albans, VT. Lead analyst for assessing the capacity
Traffic Design
of local funding to finance transport capacity improvement to US Route 7 in the town
Multi-Modal Planning
of St. Albans, Vermont. The innovative project assessed a range of revenue sources
Transportation Economics
as potential ways to fund long-term infrastructure improvements in a localised area.
Impact Fees / Excise Fees /

Mobility Fees
Project tasks included: Growth projections and patterns for local property grand list;
Forecasts on growth rates based on longer-term historical trends; Sensitivity tests for
low and high projections; Assess implications of the statewide education taxes on local
financing ability; Develop revenue projections for Local Option Sales Tax, Tax
Incremental Financing Districts, Special Assessment Districts, and Revenue bonding
capacity. (2007)
Jonathan.Slason@rsginc.com
JONATHAN SLASON, PE
Senior Engineer
Severance Corners Transportation Plan, Colchester, VT. Managed and led a technical assistance
project assessing potential capacity improvements at the center of a proposed Statewide Growth Center
in Colchester, Vermont. The project included developing future intersection traffic demand for 2018 (10
year) and evaluated what capacity improvements would be necessary to maintain safe and efficient
transportation operations. Project tasks included: future growth projections; microsimulation and traffic
operational modeling; and establishing project priorities for inclusion into the towns capital improvement
plans. (2007-2008)
Biddeford Downtown Mill Redevelopment, Biddeford, Maine. Lead transportation planner and
engineer looking creatively at an entire downtown redevelopment and revitalization. Technical tasks
included safety assessments, existing vehicle, pedestrian, and biking demand, and future visioning with
planners on how and where development would occur. Transportation considerations included
formation of a transportation management association, parking demands, and access to the I-95
freeway corridor. (2007-2009)
Federal Street Corridor Study Update, St. Albans City, Vermont. Lead transportation engineer for
an assessment of traffic operations, safety, and mobility through the Federal Street corridor. The
analysis reviewed the entire length, with key considerations around the southern terminus, the Lake
Street intersection, and the northern extension. Central to the project was a development of future
potential and transportation access need for changes in zoning, land use, and multi-modal needs. The
project developed recommendations to change functional classification and street status to better align
with existing use and federal funding objectives. (2005-2006)
Khyber Pass Corridor Management Plan, Auckland Transport, Auckland, NZ. Lead transportation
engineer responsible for the transport analysis, planning, concept development, and presentation within
the corridor management plan within Auckland, New Zealand. The work included a review of existing
issues, future identified issues, and developing practical yet progressive solutions to management the
future growth and land use intensification along the corridor. Presented and facilitated workshops for a
technical stakeholder audience to develop a shared understanding of issues and opportunities; and
Develop concept layouts for the roadway configuration, intersection layouts, and bus priority measures
along the corridor. (2012)*
Albany Highway Scheme Assessment (2011-2012), Auckland, NZ. Transportation engineer
responsible for developing traffic and transport options for the Scheme Assessment of the 3.4km
section of the Albany Highway in Albany, Auckland, New Zealand. The scheme was focused on
developing a consistent and context sensitive design for the project corridor. The traffic and transport
assessment was included in the wider study assessing geotechnical, roadway geometrics, services,
and urban design. The objectives were to create a complete street, accommodate all modes, provide
bus priority measures, and allow for future growth in transport demands. (2011-2012)*
*Projects performed prior to joining RSG
LICENSES, CERTIFICATIONS, MEMBERSHIPS, AND AFFILIATIONS
Licensed Professional Engineer (P.E.) in Vermont (Lic. #9353)
Member, Institute of Transportation Engineers (2005-Present).
COREY MACK, PE
Consultant
Corey Mack, PE, supports RSGs traffic operations, transportation planning, and engineering design
practices. Corey excels at analyzing, designing, permitting, and constructing transportation facilities, from
freeways and highways to bike paths and sidewalks, and from project initiation and grant applications
through final design and construction administration. He enjoys working with communities to identify their
challenges, inform discussion, and develop right-sized solutions through public engagement. While
proficient in computer modeling, assembling conceptual plans, and preparing construction documents,
Corey finds real excitement in guiding public conversations through the transportation decision process.
EXPERIENCE
PROJECT EXPERIENCE
10 years
Pedestrian Facility Design
EDUCATION
BEng, Civil, McGill University
(2005)
Waterfront North/Lake Street Extension Project (STP 5000(17) C-5), Vermont.

Assisted in the design and permitting of the highly visible waterfront project in
Burlington, Vermont, including contributing to the only successful federally funded
TIGER grant application in the State of Vermont. Project elements include a 1500-foot
extension of Lake Street, the construction of a new parking lot to serve a redeveloped
community centerpiece, a new concrete skate park, gravel wetland water treatment,
utility relocation and undergrounding, and associated improvements. Construction
began in the summer of 2013. (20092015)
Putney Village Sidewalk Landmark College Connection, Putney, Vermont. Led the
design, permitting, and bidding services of a sidewalk construction project connecting
the Village of Putney to Landmark College. Enhancements included improved
stormwater drainage, new granite curb, a steep reinforced rock slope and new concrete
headwall, and nearly one-half mile of new concrete sidewalk. No utilities will be
relocated, designing the sidewalk and curbing around the existing water, sewer, and
storm collection systems. Construction is expected to being in the summer of 2016.
(2014-ongoing)
Bethel Village Sidewalks (STP EH08(7)), Vermont. Prepared conceptual, final, and
construction documents for the federally funded and locally managed sidewalk
construction project. Project elements include reconstruction of sidewalk segments
along North Main Street and Church Street within the town, redevelopment of the Post
Office Drop-Off Area, and relocation of an ornate stair set to a historic church.
Corey.Mack@rsginc.com
COREY MACK, PE
Consultant
Construction to begin in the spring of 2014. (20132014)
Kennedy Pond Safe Routes to School Project (STP SRIN (16)), Vermont. Developed conceptual
and final design plans for the reconstruction of a sidewalk adjacent to the Kennedy Pond Recreation
Area in Windsor, Vermont. The preferred sidewalk alignment will impact the access drive to the
Kennedy Pond Recreation Area; the resulting project elements include realignment of the access drive,
a new vehicle control gate, guardrail, and a geosynthetic slope reinforcement system. The project was
constructed in the spring and fall of 2015. (20132015)
Market Street Gateway Project, Portsmouth, NH: Project Engineer for Roadway and Streetscape
Improvements from I-95 Exit 7 to Russell Street leading into the downtown of Portsmouth. The project
includes evaluating complete street elements, widening sidewalks adding bike lanes, enhanced bus
stops and pull-offs, improving drainage, and creating a gateway to the downtown. Integrated several
park enhancements along the Piscataqua River and coordinated design elements of the roadway and
streetscape corridor into the Sarah Long Bridge Reconstruction Project along US Route 1. Construction
is expected in Spring 2016. (2013-2015)
Transportation System Planning & Implementation, Mount Rainier Nation Park, WA: Project
Engineer for the planning, analysis, and design of changes to the National Parks parking and shuttle
transportation services. Designs included transit connections of regional bus and accommodation of
national tour busses, while being sensitive to the natural beauty and historical context of the site.
(2014)Burlington Wayfinding Improvements, Burlington, Vermont. Project Engineer for
improvements to city signing, wayfinding, and information display. Assisted with team memberLandworks. (2015)
Putney Village Sidewalk Design and Construction Support STP EH08(5), Vermont. Led the design,
permitting, and bidding services of a sidewalk redevelopment project in a village center setting. Project
included the coordination of a state Agency of Transportation paving project to realign the center of the
road to accommodate additional on-street parallel parking. Enhancements included improved
stormwater drainage, new granite curb, and nearly one-half mile of new concrete sidewalk. No utilities
were relocated, designing the sidewalk and curbing around the existing water, sewer, and storm
collection systems. Utilizing most of the available highway right-of-way, temporary construction
easements were sought and acquired from 10 adjacent landowners. Construction was completed in the
fall of 2012. (2010-2012)
Williston Road Complete Streets Pilot Study and Implementation Plan. Assisted with the analysis
of a road diet along US-2 / Williston Road, reducing the through travel lanes from two in each direction
to one. Coordinated striping plans as a change order to a Vermont Agency of Transportation paving
project underway along the corridor. Prepared final sign and striping plans, quantities, and estimated
costs in support of the construction change order. Striping was implemented as a temporary pilot study,
with final striping closely resembling the original intent. (2012)
Taylor Park Pervious Walkway (STP EH 09009), Saint Albans, Vermont. Managed the definition and
design of a linear segment of porous concrete sidewalk in a historic urban park in Saint Albans,
Vermont. Assisted community outreach, presented alternative pervious material designs at public
meetings, and supported the Categorical Exclusion environmental documentation. Project features
included underdrain infrastructure, crosswalk striping and signs, an accessible ramp, and a pervious
walkway medium. Construction was completed in the summer of 2011. (2011)
College Street Waterfront Access Project (STP 5000(17) C-3), Burlington, Vermont. Provided
construction engineering, inspection, and coordination services for this high-visibility streetscaping
enhancement and pedestrian mobility project in Burlington, Vermont. Project included steel sheet pile
walls, an information booth, public restrooms, a raingarden, pervious parking lot, intersection
improvements, and the replacement of two steel truss pedestrian bridges and the boathouse dock
decking. (20092010)
Jericho Sidewalk, Streetscape, and Traffic Calming Design (STP 030-1(19)), Jericho, Vermont.
Designed and coordinated streetscaping and sidewalk enhancements along VT Route 15, including
curbing, retaining walls, drainage improvements, lighting, crosswalks, and signage. Conducted speed
study to determine if additional traffic calming measures are warranted near Jericho Elementary School.
Final results included design plans, construction documents, and construction engineering services.
(20092010)
VT-30 Cornwall Pedestrian Shoulder Access Project (STP EH 08(13)), Cornwall, Vermont.
Designed the widening of a two-lane state highway rural arterial. Coordinated project goals with VTrans
and expanded from limited widening in contained areas to incorporation into a full-depth reclamation
project along the entire corridor at little additional cost to the municipality. Construction was completed
in the fall of 2010. (20092010)
Severance Corners Intersection Design, Colchester, Vermont. Designed and analyzed geometric
layouts for a congested intersection along US Route 7 in Colchester, Vermont. The designs included
signalized and roundabout alternatives, including approach geometries. Right-of-way constraints, a
high-crash-location designation, and heavy directional volumes increased the challenges associated
with this project. The result included preliminary engineering plans and cost estimate. (2009)
Transportation and Pedestrian Planning
Bicycle and Pedestrian Working Group Liaison, NYS Association of Metropolitan Planning
Organizations. Provided primary support to the statewide organization discussing bicycle and
pedestrian planning and design topics relating to federal, state, and local regulations. Regularly updated
the group regarding transportation funding bills, local and statewide legislation relating to bicycle and
pedestrian facilities including complete streets laws, MUTCD compliance, and the latest reports and
studies affecting active transportation. Coordinated efforts between regional planing groups and the
NYS Department of Transportation. (2013-ongoing)
Killington Road Walkway Scoping Report, Killington, Vermont. Managed and led the development
of a scoping report to identify the preferred alignment for a walkway to connect the existing town
walkway to the planned resort development, including coordination between the Town of Killington,
Killington Ski Resort, and a real estate company managing the site development. Walkway alignments
were complicated by steep mountainous terrain, adjacent wetlands, wildlife corridors, and an impaired
waterway. A preferred alignment was selected by the Town for future construction. (2014-2015)
COREY MACK, PE
Consultant
Milton US-7 / Middle Road / Railroad Street Intersection Scoping Report, Vermont. Managed and
led the development of a scoping report to address congestion and safety concerns at this complex
uncontrolled intersection in Milton, Vermont. After documenting the existing conditions along the
corridor and multiple nearby intersections, a set of intersection alternatives was developed that included
signalization, roundabout analysis, and the development of a grid network to help distribute traffic,
remove approach skew angles, and consolidate traffic intersections. The proposed alternatives were
analyzed for impacts, presented to the Selectboard and Agency of Transportation, and a final
alternative and recommendation was developed and accepted by the Town in 2013. (20122013)
Underhill Sidewalk Scoping Report Update, Vermont. Due to changing existing conditions and an
uncertain environment, the 2007 original Underhill Sidewalk Scoping Study was shelved for a later date.
Picking up from a previous consultants report, a scoping study with updated existing conditions and a
reanalysis of alternatives. The recommended preferred alternative was developed and approved by the
Selectboard, and the phased implementation plan was utilized by the Town to seek grant funding for
construction. The Town was awarded construction funding in the 2013 round of Agency of
Transportation Bicycle and Pedestrian Grant Program, with conceptual design expected to begin in
2014. (2013)
Old Hollow Road Traffic Calming Feasibility Study, Vermont. In cooperation with the Old Hollow
Neighborhood, the Town of Ferrisburgh and the Addison County Regional Planning Commission, the
existing traffic characteristics and development patterns were documented to analyze appropriate traffic
calming measures to implement along the corridor. The undesirable speed, noise, and safety concerns
of the community were documented and a set of immediately implementable, low impact, and context
sensitive solutions were presented to the Selectboard for consideration (2013).
Georgia South Village Bicycle and Pedestrian Feasibility Study, Georgia, Vermont. Developed
alternative sidewalk alignments along existing infrastructure and developed design standards for future
bicycle and pedestrian amenities in a rapidly growing village in Vermont. Evaluated existing conditions
and safety hazards, identified permitting requirements and impacts on environmental and cultural
resources, presented alternatives at public meetings, and identified a preferred alternative. (20112012)
Bristol to Rockydale Bicycle and Pedestrian Feasibility Study, Bristol, Vermont. Managed and
prepared a study of the existing bicycle and pedestrian facilities serving the corridor between Bristol
Village, Rockydale, and Bartlett Falls. The study area followed VT Route 17 along the New Haven River
through a steep mountain valley. Alternatives were developed that included on-road bicycle facilities,
sidewalks adjacent to the roadway, an off-road path that followed logging trails, and a new path through
the Bristol Cliffs Wilderness Area in the Green Mountain National Forest. The project also included
organization and presentation at several public meetings resulting in a final Feasibility Study with
documentation of the existing conditions, alternatives analysis, a preferred alternative, permitting
requirements, phasing plan, cost estimates, and implementation recommendations. (2011)
Stowe Crosswalk Evaluation, Stowe, Vermont. Managed and conducted the analysis of all
crosswalks within the Village Center of this vibrant community and busy tourist destination. Existing
crosswalk locations were evaluated for safety and reasonableness within the pedestrian network.
Various improvements to the location of the crosswalks were recommended and included a discussion
on the resulting impact to street parking. Results of the analysis were presented to the Stowe Vibrancy
Committee. Recommended improvements have been implemented at the School Street and Pleasant
Street intersection. (2010)
Exit 17 Growth Center Reanalysis, Vermont. Updated the Growth Center development traffic patterns
due to changes in the circulation network between Transportation Analysis Zones. The traffic model and
associated impacts were updated and revised, resulting in an updated traffic analysis on the State
Highway. (2010)
Licensed Professional Engineer (P.E.) in Vermont (#63093)
Licensed Professional Engineer (P.E.) in California (#72780)
ROXANNE MEUSE, EIT

Analyst
Roxanne Meuse, EIT, supports RSGs transportation planning, traffic operations, and engineering design
practices. Her skills include drafting in AutoCAD and MicroStation; analyzing data with Excel and GIS;
writing reports and technical memos; and creating visuals for reports and presentations. She is particularly
adept at bridging the gap between engineering and public engagement, using written and visual forms of
communication to make technical principles and designs accessible to everyone.
EXPERIENCE
PROJECT EXPERIENCE
1.5 years
New Hampshire Department of Transportation Bicycle & Pedestrian Advocacy

Guide. Conducting research and content development for this project, which is aimed at
EDUCATION
supporting citizen engagement to ensure all roadway projects account for local desire
BS, Civil Engineering,

Northeastern University, MA
(2014)
for bicycle and pedestrian facilities. The guide is visually engaging and user-accessible.
It walks advocates through the planning and design process and explains basic
transportation designs and concepts to support particular active transportation needs.
(2015-2016)
Putney Village Sidewalk Landmark College Connection, Putney, VT. Prepared
right-of-way plans in MicroStation and prepared the cost estimate for this sidewalk
construction project. The sidewalk will connect the Village of Putney to Landmark
College. Enhancements included improved stormwater drainage, new granite curb, a
steep reinforced rock slope and new concrete headwall, and nearly one-half mile of new
concrete sidewalk. Construction is expected to begin in the summer of 2016. (2015-16)
Railroad Enterprise Project, Burlington, VT. Drafted seven alternatives for a new
network of Complete Streets in the South End of Burlington, Vermont. Determined each
alternatives impact to environmental resources and properties using GIS and AutoCAD.
Assisted with the creation and evolution of an evaluation matrix. Focused on making the
matrix and plots visually appealing and understandable for the public audience. This
project will create a route between Pine Street and Battery Street to bypass
neighborhoods that are currently congested with traffic traveling between these
locations. (2015-2016)
Essex Junction Station Scoping, VT. Designed and drafted alternatives for the
circulation and streetscaping around the Essex Junction train station, based on needs
Roxanne.Meuse@rsginc.com
ROXANNE MEUSE, EIT

Analyst
put forth by various stakeholders. (2015-2016)
Killington Road Path Scoping Study Report, VT. Wrote and edited portions of the final report for this
scoping study. The report identifies three alternative alignments for a new walkway between the towns
business center and a new development at the ski resort in Killington, Vermont. A preferred alignment
was selected by the Town for future construction. (2015)
Transportation Capstone Project, Boston, MA. Assisted with the proposed redesign of an existing
town square in Newton, Massachusetts and a two-mile road segment between the town square and
Boston College using a Complete Streets approach. Roxanne was the lead report writer and created
graphics for the report and presentations. (2014)*
Market Street Gateway Project, Portsmouth, NH. Prepared a comprehensive cost estimate for this
streetscaping project on Market Street in Portsmouth, NH, between I-95 Exit 7 and Russell Street
leading into the downtown of Portsmouth. The project itself included evaluating Complete Street
elements, widening sidewalks, adding bike lanes, enhancing bus stops and pull-offs, improving
drainage, and creating a gateway to the downtown. (2015)
Alchemist Left Turn Lane, Stowe, VT. Designed and drafted a new left turn lane leading to the future
Alchemist Brewery in Stowe, Vermont. Created right-of-way plans and prepared the cost estimate.
(2015)
Chamberlin Neighborhood Study, South Burlington, VT. Brainstormed a variety of transportation
improvement concepts relevant to the unique needs of the study area and created graphics using
Adobe Illustrator to explain the concepts visually. Incorporated these graphics into a presentation for the
neighborhood planning committee and developed a corresponding worksheet to gather feedback from
committee members. The transportation concepts will be further developed after reviewing feedback
and will ultimately be part of a transportation and placemaking plan for the neighborhood. (2015-2016)
Edgewater Wedding Barn, Charlotte, VT. Assisted with fieldwork, analyzed current and projected
traffic conditions, and prepared a technical memo summarizing findings for this traffic impact study. The
studys primary objective was to determine and document the likely impacts of site traffic on travel
safety and congestion due to an existing barn being renovated for use as a wedding venue. (2015)
Utah Department of Transportation Traffic Operations On-Call Support Services. Prepared
various traffic studies, including signal warrant analyses and data collection summaries. Working under
tight deadlines, RSG has been hired by UDOT to assess safety and operations for specific requests
made by their regions. This project requires strict adherence to deadlines and accurate analysis that
stands up to mandated peer-review. (2015-Present)
New Hampshire Department of Transportation Statewide Rest Area Plan. Analyzed data and
created graphic visualizations for results from a satisfaction survey given out at the 13 highway rest
stops in New Hampshire. Created a template spreadsheet to streamline the analysis and visualization
process across all 13 rest stops. There were 2,800 responses, each answering 14 questions of varying
formats. (2015)
Enhancements to EERPAT: Energy and Emissions Reductions Policy Analysis Tool. Researched
the EPAs recently approved Clean Power Plan and how it will affect EERPAT, a greenhouse gas policy
modeling tool created by RSG that is being piloted in several states. Wrote a technical memo
summarizing key findings and recommending a methodology for updating the model. (2015)
Worcester Energy Data and Marketing Internship, Worcester, MA. Assisted with the administration
of a rebate pilot program that the City offered residents for energy efficiency upgrades. Performed data
analysis and created simple visualizations of utility consumption and survey responses for use in the
Citys reporting and for marketing purposes. Contributed written content about the Citys sustainability
accomplishments for Worcester Energys website. (2015)*
*Work performed before joining RSG.
Engineer-in-Training (January 2015)
LEED Green Associate (August 2012)
City of Burlington
5.0
22
August 26, 2016
TECHNICAL PROPOSAL
REPRESENTATIVE WORK SAMPLE
Quechee Village
Bicycle and Pedestrian Scoping Study

Quechee, Vermont
April 2015
Prepared For:
55 Railroad Row
White River Junction, VT 05001
802-295-4999
www.rsginc.com
Town of Hartford
Submitted by:
RSG & Alta
Quechee Village Bicycle and Pedestrian Scoping Study

Prepared for:
Town of Hartford
Contents
1.0
1.1
1.2
Introduction 1
Methodology...................................................................1
Report Layout.................................................................2
2.0
2.1
2.2
2.3
2.4
2.5
2.6
2.7
Existing Conditions
5
Zoning Districts...............................................................7
Traffic Volumes & Roadway Context..............................9
Safety............................................................................14
Trail Network.................................................................16
Natural and Environmental Resources.......................... 17
Hazardous Materials Sites............................................20
Archeological Sites........................................................21
3.0
3.1
3.2
Purpose and Need of the Project

23
Purpose.........................................................................23
Needs............................................................................23
4.0
4.1
4.2
4.3
4.4
4.5
4.6
Alternatives 25
West Village...................................................................25
Central Village...............................................................32
East Village....................................................................41
US 4...............................................................................47
South Village.................................................................52
Impacts and Issues.......................................................55
4.7
4.8
Order of Magnitude Cost Estimates.............................. 64

Preferred Alternative......................................................68
5.0
5.1
5.2
5.3
5.4
Implementation 79
Phasing Strategy...........................................................79
Procedures....................................................................80
Cost Estimates..............................................................80
Funding Sources...........................................................80
Appendix 1: Public Involvement A1

Local Concerns Meeting April 2, 2014......................................A1
rTownTM Online feedback...........................................................A2
Public Meeting 2 September, 23, 2014....................................A7
Online Alternatives Web Survey..................................................A9
Appendix 2: Archaeological site inspection A17
Appendix 3: Steering Committee Meeting Notes A29
iii
Note: Sections 1, 2, 3 and Appendices have been removed for insertion as a work sample.
Alternatives
Alternatives
To address the purpose and needs of the project area, the
following section describes the alternatives studied for each
of the five village segments in the project area. Each segment contains two action alternatives in addition to a no
build or no change option for comparison.
The division into five segments makes it easier to focus the
discussion on specific areas and ensures the possibility of
phasing and combining the ideas to create the most appropriate set of recommendations for the overall Quechee project area. The preferred package of solutions in the Quechee
Village study area may ultimately include a mix of elements
from several alternatives.
West Village
The Quechee West Village focus area extends from the

Lakeland Golf Course Clubhouse to the west and continues
past the intersection of Quechee Main Street and Quechee
West Hartford Road to the east. The primary road running through the focus area is Quechee Main Street, which
connects the golf course and other points west & north to
Quechees Central Village. There are no sidewalks and only
intermittent sections of fog-line striping along the side of
this road. The roads posted speed limit is 35 mph. Due
to the rural character, moderate bicycling and low walking
demand of the corridor, recommended improvements are
focused upon enhancing motorists awareness of bicyclists
and pedestrians through a strategic signage and pavement
marking plan, and traffic calming the corridor through the
use of radar feedback signs. Two alternatives are proposed
to improve walking and biking conditions in the West Village.
West Village No Build
The no build alternative would leave conditions as they are

today. Without any additional transportation improvements,
safety and awareness of non-motorists would remain an issue along Quechee Main Street.
25
Quechee Village Bicycle and Pedestrian Scoping Study | Town of Hartford
West Village Alternative 1: Bike Signage
Alternative 1 seeks to make the interactions between motorists and non-motorized roadway users safer. Share the Road
plaques (MUTCD W16-1) placed below the standard bicycle
sign (MUTCD W11-1) are proposed at key points in the corridor to enhance the visibility of bicyclists.
Share the Road signage alerts passing motorists that bicyclists
are using the roadway, and reinforces the fact that bicyclists
have a legal right to use the public right-of-way (ROW). Signs
should be installed at least 50 feet, preferably further, prior to
the condition that warrants the additional alert to drivers. In
this focus area, two share the road signs should be installed,
one 50 feet to the west of the intersection of Quechee Main
Street and Quechee West Hartford Road, and the other 50
feet past the northernmost Quechee Clubhouse driveway (Figure 4.1).1 Existing bike route signs should also be removed.
Figure 4.1: Share the Road Sign
26
April 2015
Additionally, the safety of pedestrians will be enhanced

through the proposed installation of Walk Facing Traffic
signage (MUTCD R9-1). This signage encourages safe walking habits, letting pedestrians know that they should walk on
the left side of the roadway facing traffic. Signage should be
installed on the right side of the road where pedestrians walk
on the pavement or shoulder due to the absence of a formal
path or sidewalk. Lastly, a permanent Radar Speed Feedback
Sign (RSFS) should be installed on the south side of Quechee
Main Street, east of the intersection of Quechee Main Street
and Quechee West Hartford Road. The RSFS will help to
reinforce compliance of the 35 mph posted speed limit as
motorists approach Quechee Center (Figure 4.3). 2 RSFS have
been shown to moderate speeds in areas where speeding is
an issue, especially when combined with other speed enforcement measures (ie: ticketing).3
Figure 4.2: Walk on Left Facing Traffic Sign
Figure 4.3: RSFS Placement4
Alternatives
Figure 4.4: West Village Alternative 1
27
West Village Alternative 2: Enhanced Bike Signage
Alternative 2 proposes the same measures to increase safety

between motorists and non-motorized roadway users as Alternative 1, and additionally proposes the installation of bicycle
wayfinding signage and shared lane markings. Bicycle wayfinding signage falls into two categories: Confirmation Signage
and Decision Signage. The purpose of confirmation signage is
to indicate to cyclists and drivers that the roadway is a designated bikeway. Directional arrows should not be included on
this type of signage. Placement should be every to mile
on off-street accommodations and every 2 to 3 blocks (about
every 600 feet to 900 feet) along on-street bicycle routes. The
purpose of Decision Signs is to mark the junction of two or
more bikeways and to inform bicyclists of correct designated
Figure 4.5: Decision Sign and Confirmation Sign
28
April 2015
bike routes to access key destinations. It is recommended that

decision signs include destinations, arrows, distances, and
travel times. Placement of decision signs should be located on
the near-side of intersections in advance of a junction with
another bicycle route and along a route to indicate a nearby
destination. Due to current bicycle use of Quechee Main
Street, it is recommended that signage be installed throughout
the designated bike route corridor. Key destinations and distances to these locations, such as the Quechee Covered Bridge
and the Library, should be indicated on decision signs. Figure
4.6 illustrates the appropriate placement of bicycle wayfinding
signage at intersections.
Figure 4.6: Decision Sign and Confirmation Sign Placement
Alternatives
Figure 4.7: Shared Lane Marking Dimensions

Shared Lane Markings (SLMs) are also proposed in the West Village focus area along Quechee Main Street. Shared lane markings (SLM) are used
to encourage bicycle travel and proper positioning within the lane. Like
signage, pavement markings can also act to confirm that bicyclists are on
a preferred route and alert motorists to the position bicyclist will occupy
in the roadway. Minimum placement of SLM marking centerline is 11 feet
from edge of curb where on-street parking is present, and 4 feet from edge
of curb with no parking. Placing SLMs between vehicle tire tracks will increase the life of the markings and minimize the long-term cost of the treatment; however they will need to be maintained regularly and an annual cost
to repaint would need to be accounted for. Shared Lane Markings should
be placed immediately after intersections and spaced at most 250 feet apart
thereafter. 5 (Figure 4.7)
29

Figure 4.8: West Village Alternative 2
30
April 2015
Alternatives
31
Central Village
The Quechee Central Village focus area extends along Main

Street from Pheasant Terrace to Old Quechee Road to the
east. It also includes Waterman Hill Road from Main Street
south to US 4. Currently, a sidewalk starts along the west side
at River Street, over the covered bridge, and connects directly
to the entrance of Simon Pearce on the south side of Main
Street. There is also a 190-foot length of narrow sidewalk
along the north side of Main Street across from the Parker
Inn that is currently uneven and in poor condition. Due to
the retail, commercial, and recreational activity in this area, as
well as the relatively low traffic speeds (posted 25 mph), the
two proposed alternatives both recommend extending the
sidewalk westward to connect to the Quechee Library, and
enhancing the awareness of bicyclists and pedestrians through
strategic signage placement and pavement markings. Additionally, both alternatives propose creating a T-intersection
at Waterman Hill Road and River Street to increase usable
green space, improve sight distances, and reduce travel speeds.
This adds 2,320 SF of landscaped space on the corners and
reduces the amount of pavement at the intersection by approximately 3,500 SF. The impacts would include removing
the existing stone planter and sign, and relocating the sign to
the additional landscaped corner space.
32
April 2015
Central Village No Build
The No Build Alternative would leave the road conditions as

they are today. Without any additional planned transportation
and streetscape improvements programmed that would retrofit and extend bicycle and pedestrian ways through this village
corridor, it will be difficult for non-motorists to find the space
to navigate safely through the corridor or across the street on
either side of the corridor.
Alternatives
Central Village Alternative 1

Main Street
Waterman Hill Road
At the heart of the village center, Alternative 1 proposes a

continuous pedestrian path that safely connects from the
Quechee Library to the Village Green to the covered bridge
and future pocket parks, and on to the Ottauquechee Trail.
This alternative recommends extending a five-foot curbed
concrete sidewalk a quarter mile west along the south side
from Simon Pearce to the residences just west of the Quechee
Public Library. The existing walkways on the north side would
remain in their current configuration, with on-street parking.
Where the new sidewalk meets a driveway, the concrete material would carry through, as shown in the example in Figure
4.10. The plan also proposes additional pedestrian crossings
located in front of the library, between the Quechee Green
entrance and the Quechee Community Church, and across
Waterman Hill Road along the south side of Main Street.
This allows pedestrians to have the opportunity to cross Main
Street at approximately 500-foot intervals in the Central Village along a Town road.
Along Waterman Hill Road, the sidewalk continues on the

west side, using the existing path on the covered bridge and
continuing south towards River Street. The sidewalk then
continues along the edge of the road on the west side until
it meets US 4. This alternative proposes a T- intersection at
River Street and Waterman Hill to allow for more usable green
spaces on the two corners and having a narrower roadway for
a shorter and safer pedestrian crossing at River Street.
An all-way stop controlled intersection at Main Street and

Waterman Hill Road is recommended, given the level of
tourists, pedestrian, and bicycle activity at this important
iconic junction. On the east side of Waterman Hill Road, the
sidewalk picks up across the street and links to the proposed
pocket park, connecting from there to the Ottauquechee Trail
entrance on the south side of Main Street.
Bicycle Facilities
To accommodate cyclists while maintaining sensitivity to

the narrow road width through this section, the travel lanes
throughout Central Village would be marked with Shared
Lane Markings and road signs to indicate that the travel lanes
are to be used by both bicyclists and motorists. The Shared
Lane Markings would be spaced at no more than 250 feet
apart along Main Street and Waterman Hill Road. The Shared
Lane Markings would serve the many experienced cyclists
who use Quechee Main Street, but does not address the needs
of children or less confident cyclists.
Roadway
The travel lanes would remain 11 feet, with two-foot shoulders where there are proposed granite curbed sidewalks. The
13 centerline to curb width allows for town snow plows to be
able to clear the travel lanes effectively. Catch basins would be
added to the new sidewalks and feed into the existing closed
drainage system along Main Street and Waterman Hill Road.
33

Figure 4.9: Central Village Alternative 1 Sidewalk on South Side
34
April 2015
Alternatives
35

Figure 4.10: Photosimulation of Sidewalk Across Driveway
36
April 2015
Alternatives
Central Village Alternative 2

Main Street
Waterman Hill Road
Alternative 2 recommends extending the sidewalk along the

north side, creating an uninterrupted pedestrian facility between the Quechee Library, the Quechee Community Church,
and the shops across from the Parker Inn, before crossing
back to the south side at Simon Pearce and rejoining the existing sidewalk at the southwest corner of Waterman Hill Road
and Main Street. As in Alternative 1, a striped crosswalk on
the south side of the intersection and an all-way stop controlled intersection would help pedestrians safely cross Waterman Hill Road, touching down on the proposed pocket park
site and ultimately linking up to the Ottauquechee Trail to
the east. No additional new pedestrian crossings across Main
Street are proposed in this alternative; the existing crosswalk
in front of Simon Pearce would remain.
Similar to Alternative 1, the sidewalk continues on the west

side, using the existing path on the covered bridge and continuing south towards River Street. The sidewalk then crosses
to the east side of Waterman Hill Road just south of River
Street and follows along the edge of the road until it meets
US 4. This alternative also proposes a T- intersection at River
Street and Waterman Hill to allow for more usable green
spaces on the two corners and having a narrower roadway for
a shorter and safer pedestrian crossing at River Street. Pedestrian crossing signs and crosswalk striping would be added at
River Street and between the east and west side of Waterman
Hill Road.
Across from the Parker Inn, the sidewalk would follow the
alignment of the existing path, widening to five feet west of
the pedestrian crossing to accommodate ADA accessibility. The existing walkway in front of the antique store would
remain, as would the three on-street parking spaces in front
of it. The plan proposes carrying the concrete sidewalk across
the churchs front lot, but allowing for the surface to be
mountable by cars.
The travel lanes throughout Central Village would be marked

with Shared Lane Markings and road signs to indicate that the
travel lanes are to be shared by both bicyclists and motorists.
The pavement markings would be spaced at no more than 250
feet apart along Main Street and Waterman Hill Road.
Bicycle Facilities
Roadway
The travel lanes would remain 11 feet, with two-foot shoulders where there are proposed granite curbed sidewalks. Catch
basins would be added to the new sidewalks and feed into the
existing closed drainage system along Main Street and Waterman Hill Road.
37

Figure 4.11: Central Village Alternative 2 Sidewalk on North Side
38
April 2015
Alternatives
39

Figure 4.12: Cross-Section of Waterman Hill, Looking North
5
Alternative Considered and Dismissed
A third alternative that was considered was an off-road alignment through the public lands along the Ottauquechee River
and crossing through the Village Green, connecting from the
playground to the Quechee Library and the Post Office, as
well as extending on the river side to Simon Pearce. In meeting with representatives of Simon Pearce, the team learned
that the proposed path along the river would traverse land
40
April 2015
26
owned by multiple property owners, including the Parker Inn.
In addition, there are drainage and topographic issues in connecting between the Post Office and the Public Library. While
this off-road alternative may be revisited in a future phase, it
was dismissed from further analysis in this bike and pedestrian
scoping study due to the lack of substantial change to the
greater Quechee bike and pedestrian network, as well as challenges associated with necessary easement acquisition.
Alternatives
East Village
The Quechee East Village focus area extends from the Polo
fields to the west and to the covered bridge in Quechee Central Village to the east. The primary road running through the
focus area is Quechee Main Street, which connects points east
to Quechees Central Village. There are no sidewalks and only
intermittent sections of fog-line striping along the side of the
road. The roads posted speed limit is 35 mph. The Ottauquechee Trail extends through the study area from the polo
field/corn field in the east to the covered bridge to the west.
Improvements in this section are focused on improving the
trail and making stronger connections to the Central Village.
For this section, trail surface improvements are recommended
and enhanced signage and crossings are proposed, as well as
the creation of formalized trailheads. Alternative 1 can be
implemented in the short term, while Alternative 2 is a longer
range plan that will help to ensure safe interactions between
motorists and Ottauquechee trail users, and a more enjoyable
trail user experience.
East Village No Build
The No Build Alternative would leave the Ottauquchee Trail

conditions as they are today, with little signage, portions of
narrow trail, and poor drainage in several areas. Without any
additional planned improvements to the trail, this precious resource that connects the polo fields and Quechee Gorge Trail
to Central Village would remain underutilized, with no other
facilities to serve pedestrians safely, nor amenities for cyclists.
East Village Alternative 1: Natural Trail and

Signage
Much progress has been made in recent years through local

advocacy to establish the Ottauquechee Trail as a formal foot
path that invites people to walk and enjoy scenic vistas and
quaint forests in Quechee. The recommendations identified
in Alternative 1 seek to continue the progress made by local
advocates to formalize the trail and make it a more enjoyable
walking experience. Beginning in the eastern section of the
trail, a trail-head is proposed in the Corn Field. Here, parking
spaces should be provided for motorists and bicyclists. Picnic
tables should also be installed, as well as orientation signage
with maps, trail maps, and trash receptacles. The existing boat
launch should be formalized and signed. A high visibility
crosswalk should then be striped along Deweys Mill Road,
connecting the Corn Field trailhead to the Polo field. Pedestrian Crossing signage should be installed at both approaches
to the crosswalk (MUTCD W11-2 combined with the W16-7P
plaque). This signage indicates to motorists that pedestrians
will be crossing the roadway in advance of reaching the crosswalk. Advanced stop or yield bars can also be painted before
the crosswalk so that motorists know where to stop when
pedestrians cross the road.
The trail (section 1) will then continue north as a natural
surface, mowed trail along the western edge of the Polo Field
to Quechee Main Street. On the east side of Deweys Mill
Road, picnic benches should be placed, providing a resting
area for trail users. The trail then continues west across Deweys Mill Road and travels briefly west in front of The Strong
House. Wayfinding signage should be installed to guide users
across the street at this location. Again, high-visibility crosswalks should be painted to provide safe crossings east/west
across Deweys Mill Road and north/south across Quechee
41
Main Street. Advanced stop bars should be painted on the

northbound approach to the Deweys Mill Road crosswalk,
and painted on both approaches to the Quechee Main Street
crosswalk. Pedestrian Crossing signage should be installed at
both approaches to the Quechee Main Street crosswalk. Additional bicycle parking should be provided at the Strong House.
A Share the Road sign should be located just west of the
intersection of Quechee Main Street and Deweys Mill Road.
See the West Village summary for guidance on Share the Road
signage. The trail then continues west from the Quechee Main
Street crosswalk as a mowed, natural surface trail. This trail
surface typology continues to the farm house along Quechee
Main Street.
A stronger connection should be made between the Quechee
Gorge Trail and the Ottauquechee Trail in front of the farmhouse due to the potential volume of trail users crossing at
this point. A high-visibility crosswalk is proposed at this location running north/south to provide a safe crossing between
the two trails. The crossing should be signed with a Rectangular Rapid Flash Beacon (RRFB) on both the east and west approach to the crosswalk. RRFBs are user actuated illuminated
devices designed to increase motor vehicle yielding compliance at crossings. The beacons are only actuated when a crossing pedestrian is crossing, and cease operation at a predetermined time after the pedestrian clears the crosswalks. Signage
should be installed per Figure 4.13 and Figure 4.14 to guide
trail users along the Ottauquechee Trail and to the Quechee
Gorge Trail. At the northern terminus of the Quechee Gorge
Trail, south of Quechee Main Street, a trailhead should be
formalized with motorist and bicycle parking, orientation
map signage, trail maps, and trash receptacles. Share the Road
signage should be installed just west of the Quechee Gorge
Trail connection.
42
April 2015
The Ottauquechee Trail then continues west in front of the

farmhouse as a natural surface, mowed trail, and then crosses
a small driveway. This portion of the trail (section 2) tends
to be wet and has been mulched. A recently installed boardwalk segment (section 3) of trail then extends to the west,
and continues as a natural surface trail. This segment of the
trail (section 4), which can tend to be wet as well, should also
be mulched to reduce the occurrence of mud forming. The
trail then winds upwards along a relatively steep slope and
then returns downhill to Quechee Main Street. This segment
of the trail (section 5) should be bench-cut and widened to
a consistent 3 feet. As the trail reaches Quechee Main Street,
wayfinding signage should be installed to guide users across
the street. At the road crossing, a high-visibility crosswalk
and advanced stop bars should be painted, and pedestrian
Figure 4.13: Pedestrian Crossing Sign
Alternatives
crossing signage should be installed. Share the Road signage

should be installed just west of Old Quechee Road, one in the
west bound and the other in the east bound direction. Across
Quechee Main Street, the trail should be mulched (section
6) until the new utility access road. After this road, the trail
will wind along the peninsula, remaining a natural surface
trail (section 7), and continue up the hill towards the covered
bridge. A switchback trail should be cut into the hill going up
to the Quechee Covered Bridge to help make a safer connection to the top of the hill. In the short term, it is acceptable if
the switch back remains a natural surface.
At the western terminus of the trail, a formalized trailhead
should be created, complete with motorist and bicycle parking, orientation map signage, trail maps, and trash receptacles.
Figure 4.14: Signage Placement
43

Figure 4.15: East Village Alternative 1
44
April 2015
Alternatives
East Village Alternative 2: Enhanced Trail and Signage
Alternative 2 builds upon the recommendations suggested in

Alternative 1. Alternative 2 presents improvements to increase the user experience of the Ottauquechee Trail. Beginning in the Corn Field in the east (section 1), the trail should
be re-routed along the western side of the road (section 2)
rather than along the west edge of the Polo Field. This alignment will eliminate a road crossing, and provide scenic vistas
through the Marsh Area. Due to the wetness of this section
of trail, this segment should become a boardwalk. The trail
continues northwest in front of the Strong House (section 3),
and then across Quechee Main Street. Advanced Pedestrian
Crossing warning signage should be installed at the crossing
to further emphasize the trail crossing (MUTCD W11-2 with
W16-9P plaque).
The trail will then continue as a natural surface trail to the
farm house (section 3 & 5), with two exceptions. The portions of the trail that go through the fields should be hayed
(sections 4 & 6) to differentiate the trail from the surrounding field. The trail continues west in front of the farm house
(section 7) and crosses the farm house driveway. The trail
continues in front of the farmhouse. This segment of trail
(section 8) should be set back 10 feet from the road shoulder,
and formalized by cutting a 10 portion of the sod, lining
the dirt with fabric, and then placing hardpack on top of the
fabric. Where the trail crosses driveways, the existing caution
signs should be replaced with Trail Users LOOK Both Way
Signs. The trail then reverts back to a short mulched segment
(section 9). From the existing boardwalk section (section 10),
a longer boardwalk segment should be built (section 11) from
the existing boardwalk to the beginning of the bench-cut trail.
Where the trail was bench-cut, a formal retaining wall should
be installed and the trail should be widened to 5 feet (section
12). This construction should be coordinated with Hartfords

Department of Public Works to ensure that runoff caused
by the retaining wall is controlled appropriately. In the middle
of this section of trail a lookout could be built. Some tree
branches may need to be trimmed to improve the view of the
river.
The trail then crosses Quechee Main Street. At this crossing
Advanced Pedestrian Crossing warning signs should be installed. The remainder of the trail up to the Quechee covered
bridge should become hardpack (section 13). Some natural
amenities could be installed at the sandy beach to allow a
place for trail users to picnic along the river. Permanent, fixed
amenities cannot be installed here due to flood concerns, but
decorative rocks and rock benches could be made that are
consistent with the context of the beach. The final hill up to
the western terminus trailhead should become a formalized
switchback. If the conditions are appropriate, this section of
trail could be graded to acceptable degree and paved to allow
safer travel up and down the hill.
Figure 4.16: Pedestrian Crossing Ahead Signage
45

Figure 4.17: East Village Alternative 2
46
April 2015
Alternatives
US 4
The US 4 focus area extends from River Street to the Quechee

Gorge on the east. There are currently no sidewalks or designated bike facilities on this mixed-use commercial and retail
corridor. The US 4 right-of-way follows the alignment of a
former railway line and is fairly wide to the west of Waterman
Hill Road, ranging from 100 to 200. The ROW then narrows
significantly along the two parcels just east of the Waterman
Hill Road intersection on the north side, before widening
again to a consistent approximately 90-foot ROW until the
Quechee Gorge.
US 4 No Build
The US 4 No Build Alternative would leave the road conditions as they are today, without any facilities for cyclists or
pedestrians. This corridor will continue to be difficult for nonmotorists to traverse through safely given the relatively high
speed of traffic, poor sight distances, and narrow shoulders to
the east of Waterman Hill Road.
The improvements in this section are focused on adding a

separated bike and pedestrian facility that allows non-motorists of all abilities to travel along the 1.1 mile corridor safely
and comfortably. In both alternatives, on the segment west
of Waterman Hill Road, pedestrian facilities are proposed on
the north side of US 4 due to the higher number of businesses and retail activity on the north side. The first alternative
explores a continuous path that extends along the north side.
The second alternative looks at the option to add a shared use
path along the south side between Waterman Hill Road and
Quechee Gorge.
47
US 4 Alternative 1: Continuous NorthSide Path
Alternative 1 proposes a continuous path that stretches along

the north side of US 4 between Jakes Quechee Market and
the Quechee Gorge. To the west of Waterman Hill Road,
the plan recommends a 10-foot asphalt shared use path that
follows the alignment of the road, with a sizeable 12-foot
landscaped buffer between the roadway and the path to allow
for plantings and snow storage. The path narrows to a five
foot sidewalk along the north edge of the road where the
ROW constricts on US 4 for approximately 350 feet at the

two parcels just east of Waterman Hill Road. The path then
widens again into a full 10-foot shared use path with a 12-foot
landscaped buffer until the edge of the road. The centerline
remains unchanged and the travel lanes would continue to be
a consistent 12 feet in width throughout this project corridor,
with a minimum 3-foot shoulder on both sides.
Shared Use Path +

Landscaped Buffer
Shared Use Path +

Landscaped Buffer
Figure 4.18: US 4 Alternative 1
Shared Use Path +

Landscaped Buffer
8 to 9 parallel
parking spaces
Shared Use Path +
Landscaped Buffer
Connect to
existing sidewalk
8 to 9 parallel
parking spaces
Shared Use Path +

Landscaped Buffer
Connect to
existing sidewalk
8 to 9 parallel
parking spaces
10 Shared Use Path

5 Concrete Sidewalk
Walkway Striping
Pedestrian Crossing
200 400
800
Feet
Connect to
existing sidewalk
10 Shared Use Path

5 Concrete Sidewalk
Walkway Striping
Pedestrian Crossing
48
April 2015
200 400
800
Feet
Alternatives
Figure 4.19: US 4 Alternative 1 Typical Cross Section, Looking West
Wilder Multi-Use Path in Hartford, VT
Mount Vernon Multi-Use Trail, Arlington, VA
49
US 4 Alternative 2: Mixed North and Southside paths
To the west of Waterman Hill, Alternative 2 recommends

a 5-foot sidewalk on the north side between Jakes Quechee
Market and Waterman Hill Road, with a 15-foot landscaped
buffer and a 5-foot shoulder on both sides to accommodate
experienced cyclists. On the east side of Waterman Hill Road,
the path moves across to the south side of US 4 and widens
into a 10-foot shared use path that parallels the road alignment, with a 10-foot landscaped buffer between the roadway and the path. In this alternative, the centerline does not
change and the travel lanes remain at 12 feet throughout the
project corridor, with a minimum 3-foot shoulder on both
sides.
Figure 4.20: US 4 Alternative 2
5 sidewalk +
10 landscape
d buffer
Shared Use Path +

12 Landscaped
Buffer
Bike Lane Marking
Maintain existing
parking spaces
50
April 2015
Connect to
existing sidewalk
Alternatives
Figure 4.21: US 4 Alternative 2 West of Waterman Hill Road, Looking West
Figure 4.22: US 4 Alternative 2 East of Waterman Hill Road, Looking West
51
South Village
The Quechee South Village focus area extends from West Gilson Avenue between Quechee/Hartland Road and US 4, and
includes Quechee/Hartland Road and Cross Street between
US 4 and West Gilson Avenue. West Gilson Avenue connects residential areas to US 4 and the Mid Vermont Christian
School. There are no sidewalks and fog-line striping exists
only at the very edge of the roadway on Quechee/Hartland
Road. Due to the rural residential character and relatively low
traffic volume, the two alternatives recommend enhancing the
pedestrian experience by adding a curbed sidewalk, and continuing to serve cyclists on-road in shared lanes. This allows
the roadway to remain narrow and for all improvements to
remain within the public ROW.
South Village No Build
The no build alternative would leave conditions as they are

today. Without any additional transportation improvements,
pedestrian and bicycle activity on West Gilson Road and
Quechee/Hartland Road would continue to be shared with
vehicles on the roadway.
South Village Alternative 1: North side
sidewalk
Alternative 1 proposes an uninterrupted sidewalk on the west

side of Quechee/Hartland Road, which continues around the
corner and onto the north side of West Gilson Avenue. No
additional pedestrian facilities are proposed for Cross Street
due to the relatively low demand of cyclists and pedestrians
on this segment. In this option, pedestrians would only have
one crossing located at Cross Street. The plan recommends a
5-foot concrete sidewalk with granite curbing that follows the
alignment of the existing road. The centerline would remain
52
April 2015
unchanged, with one 10-foot travel lane in each direction and

a 3-foot shoulder between the travel lane and the curbed sidewalk to accommodate snowplows. The sidewalk would extend
to the westernmost driveway of the Mid Vermont Christian
School, which would also serve any future development that
may occur on the south side of West Gilson Avenue.
South Village Alternative 2: South side
sidewalk
Alternative 2 proposes a 5-foot concrete sidewalk along the

east side of Quechee/Hartland Road, which then crosses over
to the south side of West Gilson Avenue and continues along
the southern edge of the road until just west of Marsh Family
Road, which would serve future development on that parcel.
This plan also proposes a cul-de-sac at the north end of Cross
Street to deter cut-through traffic heading to and from US 4
from using this road. Pedestrian crossings would be striped at
two locations on Quechee/Hartland Road and two locations
on West Gilson Avenue: At the driveway into the gas station,
at Luce Meadow Road, at Cross Street, and at Marsh Family
Road. The centerline would remain in its exiting alignment,
with one 10-foot travel lane in each direction and a 3-foot
shoulder between the fog-line and the curbed sidewalk on the
south side to allow for sufficient plowing width.
Alternatives
Figure 4.23: South Village Alternative 1
53

Figure 4.24: South Village Alternative 2
54
April 2015
Alternatives
Impacts and Issues
Table 4.1 through Table 4.5 provide a comparison of the potential impacts and issues associated with each alternative proposed in each of the focus
areas.
Const.
Cost
Table 4.1: West Village Comparison Matrix
Preliminary Cost Estimate (final design,

construction, inspection, contingency)
Pedestrian Signage / Bicycle Signage /
Bicycle Wayfinding / Shared lane markings
Radar Speed Feedback Sign
Purpose & Need
Continuous Pedestrian Links
Bicycle Routes and Facilities
No Build
Alternative 1
Alternative 2
$0
$16,000
$30,000
3/2/0/0
3 / 2 / 10 / 32
No
No
Potential - Pedestrians would be more
aware of the safer way to walk on Main
aware of the safer way to walk on Main
Street and drivers would be more aware
Street and drivers would be more aware
of pedestrian activity. However, there is
of pedestrian activity. However, there is
no physical barrier that sets pedestrians
no physical barrier that sets pedestrians
apart from the roadway.
apart from the roadway.
Potential - Experienced bicyclists would
Potential - Experienced bicyclists would
be more comfortable riding on Main
Street. However, not all cyclists would be Street. However, not all cyclists would be
comfortable sharing a lane with vehicles.
Yes, the presence of bicycle signage and
Traffic Calming
No
radar feedback signals would typically

lower overall vehicle speeds.
impacts
Potential - Pedestrians would be more
comfortable sharing a lane with vehicles.

Yes, the presence of bicycle signage,
directional signs, and radar feedback
signals would typically lower overall
vehicle speeds.
Agricultural Lands
No
No
No
Archaeological
No
No
No
Historic Structures/Sites
No
No
No
Floodplain
No
No
No
Rare, Threatened & Endangered
No
No
No
Public Lands
No
No
No
Utilities
No
No
No
Wetlands
No
No
No
55
permits
Table 4.1: West Village Comparison Matrix, Continued
No Build
Alternative 1
Alternative 2
Act 250
No
No
No
401 Water Quality
No
No
No
404 Corps of Engineers Permit
No
No
No
Stream Alteration
No
No
No
Conditional Use Determination
No
No
No
Storm Water Discharge
No
No
No
Shoreland Encroachment
No
No
No
Endangered & Threatened Species
No
No
No
VTrans ROW Permit
No
No
No
State Historic Preservation Office Clearance
No
No
No
NEPA Category
No
No
No
No Build
Alternative 1
Alternative 2
$0
$1,397,000
$936,000
New Sidewalk Length / Width
2,317 LF / 5 ft
2,177 LF / 5 ft
Surface
Bituminous Concrete
Bituminous Concrete
6 / 4 / 2 / 32
4 / 4 / 2 / 32
Number of Roadway / Driveway Crossings
6/9
7/9
Retaining Wall Added
425 ft
180 ft
Construction
Cost
Table 4.2: Central Village Comparison Matrix
56

Pedestrian Signage / Bicycle Signage / Stop

Signs / Shared lane markings
April 2015
Alternatives
Table 4.2: Central Village Comparison Matrix, Continued
No Build
Purpose & Need
No
Alternative 2
Yes - Pedestrians would have a de-
eated curbed sidewalk along Main Street
lineated curbed sidewalk along Main
and Waterman Hill Road, with additional
Street and Waterman Hill Road, forming
crosswalks to better access across Main
a continuous link between the Quechee
Street.
Library, the covered bridge, and US 4.
Partially - Experienced bicyclists would
Partially - Experienced bicyclists would
Street and Waterman Hill Road given
Street and Waterman Hill Road given
increased signage and addition of pave-
increased signage and addition of pave-
ment markings. However, not all cyclists
ment markings. However, not all cyclists
would be comfortable sharing a lane with would be comfortable sharing a lane with
Traffic Calming
impacts
No
Alternative 1
Yes - Pedestrians would have a delin-
No
vehicles.
vehicles.
Yes, the presence of shared lane mark-
Yes, the presence of shared lane mark-
ings and curbed sidewalks on one side
ings and curbed sidewalks on one side
of the street would typically lower overall
of the street would typically lower overall
vehicle speeds.
vehicle speeds.
Agricultural Lands
No
No
No
Archaeological
No
Potential
Potential
No
Potential Stone wall, fencing impacts
Floodplain
No
No
No
Potential VT Fish & Wildlife has identi-
Potential VT Fish & Wildlife has identi-
fied a 0.72 ac site at the intersection of
fied a 0.72 ac site at the intersection of
Waterman Hill Road and Main Street
Waterman Hill Road and Main Street
as containing Uncommon Species of
as containing Uncommon Species of
Animals. Further investigation would be
Animals. Further investigation would be
needed to ensure that the level of these
needed to ensure that the level of these
species is not negatively impacted by
species is not negatively impacted by
proposed developments
proposed developments
No
Potential Retaining wall and front steps

impacts.
Public Lands
No
No
No
Utilities
No
Yes 10 poles
Yes 2 poles
Wetlands
No
No
No
57
permits
Table 4.2: Central Village Comparison Matrix, Continued
No Build
Alternative 1
Alternative 2
Act 250
No
No
No
401 Water Quality
No
No
No
No
No
No
Stream Alteration
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Potential At the intersection of Water-
Potential At the intersection of Water-
VTrans ROW Permit
No
man Hill Road and US4
man Hill Road and US4
No
No
No
NEPA Category
No
No
No
No Build
Alternative 1
Alternative 2
$0
$443,000
$1,279,000
Natural (mowed), Mulched, Hayed Surface
7,870 ft (1.5 mi)
3830 ft (0.73 mi)
Hardpack Surface
2,670 ft (0.5 mi)
Boardwalk
230 ft
1,540 ft (0.3 mi)
2/3
2/3
0 ft
390 ft
Construction
Cost
Table 4.3: East Village Comparison Matrix
58

April 2015
Alternatives
Table 4.3: East Village Comparison Matrix, Continued
permits
impacts
Purpose & Need
No Build
No
Alternative 1
Alternative 2
Yes - Pedestrians would be separated
Yes - Pedestrians would be separated
from the road either by landscaping, to-
from the road either by landscaping, to-
pography, or both, between Dewey Mills
pography, or both, between Dewey Mills
Road and the covered bridge. A signed
Road and the covered bridge. A signed
and striped pedestrian crossing would be and striped pedestrian crossing would be
No
added where the trail crosses from the
added where the trail crosses from the
north side to the south.
north side to the south.
Partially There would be bike racks
Partially There would be bike racks
and bike information located at the trail-
and bike information located at the trail-
heads. The trail itself is intended for use
heads. The trail itself is intended for use
by foot. Cyclists would continue to share
by foot. Cyclists would continue to share
the road with motorists on Main Street.
the road with motorists on Main Street.
Traffic Calming
No
No
No
Agricultural Lands
No
No
No
Archaeological
No
Potential
Potential
No
No
No
Floodplain
No
No
No
No
No
No
Public Lands
No
No
No
Utilities
No
No
No
Wetlands
No
No
No
Act 250
No
No
No
401 Water Quality
No
No
No
No
No
No
Stream Alteration
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
VTrans ROW Permit
No
No
No
No
No
No
NEPA Category
No
No
No
59
tion
Construc-
Cost
Table 4.4: US 4 Comparison Matrix
No Build
Alternative 1
Alternative 2
$0
$1,880,000
$710,000
New Sidewalk Length 5
650 ft
1,670 ft (0.3 mi)
New Shared Use Path Length 10
4,678 ft (0.88 mi)
3792 ft (0.7 mi)
Surface
Asphalt
Asphalt
1 / 10
2 / 12
512 ft
0 ft

Yes There pedestrians can safely walk

on a separated path between Jakes
No
Yes There is a continuous pedes-
Quechee Market and the Quechee
trian path along the north side of US 4
Gorge. Pedestrian crossings would be
between Jakes Quechee Market and the needed at the intersection of Water-
Purpose & Need
Quechee Gorge.
man Hill Road and US 4 where the path

switches from the north to the south side
of US 4.
Partially Experienced bicyclists will
Mostly Bicyclists of all abilities may

safely ride on the shared use path. For a
No
short segment, the path transitions into a

sidewalk, whereby cyclists would have to
walk their bikes.
be able to ride in a striped bike lane

between Jakes Quechee Market and
Waterman Hill Road. Bicyclists of all
abilities may safely ride on the separated
shared use path that connects on the
south side between Waterman Hill Road
and the Quechee Gorge.
Traffic Calming
60
April 2015
No
Yes New signalized intersection at
Yes New signalized intersection at
Waterman Hill Road and US 4
Waterman Hill Road and US 4
Alternatives
permits
impacts
Table 4.4: US 4 Comparison Matrix, Continued
No Build
Alternative 1
Alternative 2
Agricultural Lands
No
No
No
Archaeological
No
No
Floodplain
No
No
Potential A small section along the
Potential A small section along the
north side of US 4 at Izzo Ln was identi-
north side of US 4 at Izzo Ln was identi-
fied as archeologically sensitive
fied as archeologically sensitive
No
No
No
No
Potential The area immediately adja-
Potential The area immediately adja-
cent to the Quechee Gorge is identified
cent to the Quechee Gorge is identified
by VT Fish & Wildlife as containing rare,
by VT Fish & Wildlife as containing rare,
threatened, and endangered plant spe-
threatened, and endangered plant spe-
cies. Further investigation would be nec-
cies. Further investigation would be nec-
essary to ensure no impacts are made.
essary to ensure no impacts are made.
Public Lands
No
No
No
Utilities
No
Yes 4 utility poles
Yes 4 utility poles
Wetlands
No
No
No
Act 250
No
No
No
401 Water Quality
No
No
No
No
No
No
Stream Alteration
No
No
No
No
No
No
No
Potential 1.15 ac of new impervious
Potential 1.06 ac of new impervious
surface added
surface added
No
No
No
No
No
No
VTrans ROW Permit
No
Yes Work conducted in state ROW
Yes Work conducted in state ROW
No
Potential
Potential
NEPA Category
No
No
No
61
tion
Construc-
Cost
Table 4.5: South Village Comparison Matrix
No Build
Alternative 1
Alternative 2
$0
$218,000
$216,000
New Sidewalk Length 5 width
2,850 ft (0.54 mi)
2,874 ft (0.54 mi)
Surface
Bituminous Concrete
Bituminous Concrete
1/8
5/8
None
None

Yes Pedestrians can safely walk on

Yes There is a continuous sidewalk
Purpose & Need
No
along the west side of Waterman Hill

Road, which then continues onto the
north side of West Gilson Avenue.
a curbed sidewalk along the east side

of Quechee/Hartland Road and then
crosses to the south side of West Gilson
Ave. Pedestrian crossings would be
needed at the intersection of Quechee/
Hartland Road and West Gilson Ave.
No
No No additional bicycle facilities are
No No additional bicycle facilities are
proposed because this is a low traffic
proposed because this is a low traffic
area.
area.
Yes The presence of a curbed sidewalk
Traffic Calming
No
Yes - The presence of a curbed sidewalk

typically lower overall vehicle speeds.
typically lower overall vehicle speeds.

In addition, a cul-de-sac at the end of
Cross Street would prevent cut-through
traffic from US 4.
62
April 2015
Alternatives
impacts
Table 4.5: South Village Comparison Matrix, Continued
No Build
Alternative 1
Alternative 2
Agricultural Lands
No
No
No
Archaeological
No
No
No
No
No
No
Floodplain
No
No
No
No
No
No
Public Lands
No
No
No
Utilities
No
Yes 12 utility poles
Yes 5 utility poles
Yes A 3,238 sf Class 2 wetland located
Yes A 3,238 sf Class 2 wetland located
mostly to the south and east of Marsh
mostly to the south and east of Marsh
Family Road and W Gilson Ave.
Family Road and W Gilson Ave.
permits
Wetlands
No
Act 250
No
No
No
401 Water Quality
No
No
No
No
No
No
Stream Alteration
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
VTrans ROW Permit
No
No
No
No
No
No
NEPA Category
No
No
No
63
Order of Magnitude Cost

Estimates
The construction cost estimate in Table

4.6 demonstrates the preliminary summary of the costs associated with the
two alternatives for each of the five
project segments. This estimate includes
construction costs, design engineering,
resident engineer and inspection services,
and permitting. Costs associated with
right-of-way acquisition typically cannot
be estimated, and they are not included
here.
Alternative 1 is approximately $3.35 million while Alternative 2 is approximately
$3.3 million. With the exception of the
East Village segment, the alternatives for
each segment are generally comparable.
The additional costs in East Village Alternative 2 are associated with a retaining
wall and substantially more boardwalk.
The most costly segment is US 4 due to
the long shared use path(s) and the new
signals at the intersection of US 4 and
Waterman Hill Road. Alternative 1 for US
4 East is more expensive along US 4 due
to a new paved parking area and the need
for a retaining wall.
64
April 2015
Project: Quechee Bicycle and Pedestrian Scoping Study
Table
4.6: Alternatives Cost Estimate
Date: 11/26/2014
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
Clearing and Grubbing

Common Excavation
Trench Excavation
Cold Planing Asphalt
Subbase of Dense Graded Crushed Stone
Bituminous Concrete
New Granite Curb
Remove & Reset Granite Curb
5" Concrete Sidewalk
Off Road Trail - Bench Cut, Mulched Trail
Off Road Trail - Boardwalk
Off Road Trail - Crushed Gravel Surface
Off Road Trail - Hayed Trail Surface
Off Road Trail - Mulched Trail Surface
Off Road Trail - Natural Surface (mowed/cleared)
New Catch Basin
Rehab Existing Catch Bsin
18" Corregated Polyethelyne Pipe (CPEP)
Remove & Reset Fence
Concrete Block Gravity Retaining Wall
Hand Rail
Pavement Markings
Traffic Signs
Radar Speed Feedback Signs/RFB Crosswalk Signs
Bicycle Parking Racks
Landscaping
Mobilization / Demobilization
Traffic Control
Unit
LS
CY
CY
SY
CY
TON
LF
LF
SY
SY
LF
LF
LF
LF
LF
LF
EA
EA
LF
LF
SF
LF
LF
EA
EA
EA
LS
LS
LS
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
Price
VAR
10.00
15.00
2.50
35.00
135.00
35.00
20.00
70.00
80.00
100.00
300.00
30.00
15.00
15.00
15.00
3,000.00
2,000.00
45.00
15.00
50.00
100.00
1.00
250.00
3,500.00
1,000.00
VAR
8%
10%
WEST VILLAGE
Alternative 1
Alternative 2
Sign Package
Enhanced Signs & Striping
Quantity
Total
Quantity
Total
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
5
2
0
0
0
0
Subtotal
Contingency (25%)
Total Estimated Construction Cost
Engineering (15%)
Permitting (5%)
Resident Engineering + Inspection (10%)
Right of Way (var)
Total Cost for Design & Construction
0%
$
$
$
$
$
$
$
1,250
7,000
660
900
$
$
$
5000
15
2
0
0
0
0
CENTRAL VILLA
Alternative 1
South Side Sidewa
Quantity
Tota
0
$
870
$
8
948
$
14
0
$
383
$
13
188
$
25
1600
$
56
0
$
860
$
60
183
$
14
0
$
0
$
0
$
0
$
0
$
0
$
4
$
12
3
$
6
2250
$ 101
130
$
1
2400
$ 120
100
$
10
1600
$
1
10
$
2
0
$
0
$
5000
$
5
$
36
$
48
$
$
$
$
$
$
$
5,000
3,750
7,000
1,260
1,710
9,900
2,500
12,400
$
$
$
18,800
4,700
23,500
$
$
$
538
134
672
$
$
$
$
1,500
700
1,300
-
$
$
$
$
2,900
1,200
2,400
-
$
$
$
$
80
33
67
6
16,000
30,000
861
0%
1%
Alternatives
Alternative 2
anced Signs & Striping
antity
Total
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
-
000
15
2
0
0
0
0
0%
CENTRAL VILLAGE (Quechee Main Street)

Alternative 1
Alternative 2
South Side Sidewalk
North Side Sidewalk
Quantity
Total
Quantity
Total
0
$
0
$
870
$
8,697
373
$
3,727
948
$
14,222
859
$
12,889
0
$
0
$
383
$
13,389
240
$
8,399
188
$
25,313
177
$
23,828
1600
$
56,000
1450
$
50,750
0
$
0
$
860
$
60,200
638
$
44,644
183
$
14,667
17
$
1,333
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
4
$
12,000
4
$
12,000
3
$
6,000
3
$
6,000
2250
$ 101,250
1800
$
81,000
130
$
1,950
0
$
2400
$ 120,000
1510
$
75,500
100
$
10,000
1600
$
1,600
1400
$
1,400
10
$
2,500
8
$
2,000
0
$
0
$
0
$
0
$
5000
$
5,000
5000
$
5,000
$
36,230
$
26,280
$
48,910
$
35,480
$
$
$
$
$
$
$
5,000
3,750
7,000
1,260
1,710
$
$
$
18,800
4,700
23,500
$
$
$
538,000
134,500
672,500
$
$
$
$
$
$
$
2,900
1,200
2,400
-
$
$
$
$
80,700
33,700
67,300
6,800
30,000
861,000
1%
2%
CENTRAL VILLAGE (Waterman Hill Road)

Alternative 1
Alternative 2
West Side Sidewalk
East Side Sidewalk
Quantity
Total
Quantity
Total
0
$
5000
$
5,000
870
$
8,696
822
$
8,220
710
$
10,650
735
$
11,025
0
$
0
$
353
$
12,367
363
$
12,702
162
$
21,870
164
$
22,123
710
$
24,850
735
$
25,725
0
$
0
$
361
$
25,278
356
$
24,889
17
$
1,333
48
$
3,867
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
2
$
6,000
3
$
9,000
1
$
2,000
0
$
700
$
31,500
700
$
31,500
200
$
3,000
0
$
2500
$ 125,000
0
$
700
4
0
0
5000
$
$
$
$
$
$
$
700
1,000
5,000
22,340
30,160
390,300
97,600
487,900
$
$
$
$
$
$
$
58,600
24,395
48,790
9,800
630,000
2%
700
4
0
0
5000
$
$
$
$
$
$
$
700
1,000
5,000
12,870
17,370
331,800
83,000
414,800
$
$
$
$
$
$
$
49,800
20,800
41,500
8,300
536,000
1%
EAST VILLAGE
Alternative 1
Alternative 2
Natural Trail + Signage
Enhanced Trail + Signage
Quantity
Total
Quantity
Total
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
355
$
35,550
0
$
286
$
85,666
1686
$ 505,675
0
$
2881
$
86,428
0
$
686
$
10,285
1701
$
25,519
204
$
3,065
5863
$
87,938
2269
$
34,033
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
1422
$
71,107
500
26
2
3
500
0
0
$
$
$
$
$
$
$
500
6,500
7,000
3,000
500
20,180
-
191,000
47,800
238,800
$
$
$
$
$
$
$
28,700
11,940
23,880
2,400
306,000
3%
250
29
2
3
500
0
0
$
$
$
$
$
$
$
250
7,250
7,000
3,000
500
58,290
-
272,400
68,100
340,500
$
$
$
786,900
196,800
983,700
$
$
$
$
40,900
17,100
34,100
10,300
$
$
$
$
118,100
49,200
98,400
29,600
443,000
3%
$ 1,279,000
65

Date: 11/26/2014
Table 4.6: Alternatives Cost Estimate, Continued
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29

Common Excavation
Trench Excavation
Bituminous Concrete
New Granite Curb
New Catch Basin
Hand Rail
Pavement Markings
Traffic Signs
Landscaping
Traffic Control
Unit
LS
CY
CY
SY
CY
TON
LF
LF
SY
SY
LF
LF
LF
LF
LF
LF
EA
EA
LF
LF
SF
LF
LF
EA
EA
EA
LS
LS
LS
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
Price
VAR
10.00
15.00
2.50
35.00
135.00
35.00
20.00
70.00
80.00
100.00
300.00
30.00
15.00
15.00
15.00
3,000.00
2,000.00
45.00
15.00
50.00
100.00
1.00
250.00
3,500.00
1,000.00
VAR
8%
10%
US 4 WEST (Waterman Hill to Jakes)

Alternative 1
Alternative 2
North Side Sidewalk
North Side Shared Use Path
Quantity
Total
Quantity
Total
0
$
0
$
324
$
3,244
649
$
6,489
0
$
0
$
0
$
0
$
297
$
10,409
595
$
20,819
274
$
36,956
548
$
73,913
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
3
$
9,000
3
$
9,000
0
$
0
$
200
$
9,000
200
$
9,000
0
$
0
$
0
$
0
$
1600
4
0
0
5000
Subtotal
Contingency (25%)
Engineering (15%)
Permitting (5%)
Right of Way (var)
66
April 2015
0%
$
$
$
$
$
$
$
1,600
1,000
5,000
6,100
8,240
$
$
$
1000
4
0
0
5000
US 4 EA
Alternative
North Side Side
Quantity
0
$
2111
$
0
$
0
$
741
$
986
$
330
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
3
$
0
$
400
$
200
$
6200
$
$
$
$
$
$
$
$
1,000
1,000
5,000
10,100
13,640
90,600
22,700
113,300
$
$
$
150,000
37,500
187,500
$
$
$
$
$
$
$
13,600
5,700
11,400
-
$
$
$
$
22,500
9,375
18,750
-
$
$
$
$
144,000
239,000
0%
2000
4
0
0
10000
0%
$
$
$
$
$
$
$
$ 1
Alternatives
o Jakes)
ternative 2
de Shared Use Path
ty
Total
$
$
6,489
$
$
$
20,819
$
73,913
$
$
$
$
$
$
$
$
$
$
$
9,000
$
$
9,000
$
$
$
$
$
$
$
$
$
1,000
1,000
5,000
10,100
13,640
$
$
$
US 4 EAST (Waterman Hill to Gorge)

Alternative 1
Alternative 2
North Side Sidewalk
South Side Shared Use Path
Quantity
Total
Quantity
Total
0
$
0
$
2111
$
21,111
3259
$
32,593
0
$
0
$
0
$
0
$
741
$
25,926
1481
$
51,852
986
$ 133,144
1500
$ 202,500
330
$
11,550
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
3
$
9,000
0
$
0
$
0
$
400
$
18,000
0
$
200
$
3,000
0
$
6200
$ 310,000
0
$
2000
4
0
0
10000
$
$
$
$
$
$
$
2,000
1,000
10,000
43,580
58,840
150,000
37,500
187,500
$
$
$
$
$
$
$
22,500
9,375
18,750
-
$
$
$
$
239,000
0%
$
$
$
$
$
$
$
2,000
1,000
10,000
24,000
32,400
647,200
161,800
809,000
$
$
$
97,100
40,500
80,900
-
$ 1,028,000
2000
4
0
0
10000
0%
SOUTH VILLAGE
Alternative 1
Alternative 2
North Side Sidewalk
South Side Sidewalk
Quantity
Total
Quantity
Total
0
$
0
$
1074
$
10,741
1074
$
10,741
0
$
0
$
0
$
0
$
537
$
18,796
537
$
18,796
544
$
73,406
544
$
73,406
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
200
$
3,000
150
$
2,250
0
$
0
$
500
4
0
0
5000
$
$
$
$
$
$
$
500
1,000
5,000
9,000
12,150
356,400
89,100
445,500
$
$
$
$
$
$
$
53,500
22,275
44,550
-
566,000
3%
500
4
0
0
5000
$
$
$
$
$
$
$
500
1,000
5,000
8,940
12,070
133,600
33,400
167,000
$
$
$
132,800
33,200
166,000
$
$
$
$
20,100
8,400
16,700
5,100
$
$
$
$
20,000
8,300
16,600
5,000
218,000
216,000
3%
67
Preferred Alternative
A second public meeting was held on September 23, 2014

to solicit feedback from the community on the alternative
options proposed for each of the five study area segments.
The meeting was attended by approximately 20 people. It was
advertised broadly via flyers and on the towns website. In
addition, an online survey was made available for a little over
a month to solicit feedback from those who could not attend
the meeting or had additional thoughts. The web survey generated 91 responses in the month between September 8, 2014
and October 12, 2014. The results of the public outreach portions are detailed in Appendix 1: Public Involvement. A third
Steering Committee Meetingheld on October 23, 2014 and
attended by the Steering Committee Members, Town staff,
and the consultant teamreached an agreement on the preferred alternative for each segment, based on feedback from
the public meeting and online survey.
The preferred alternative was presented at the Selectboard
Meeting on January 6, 2015 and the board voted unanimously
to accept and endorse the plan, with the understanding that
future detailed design and engineering is needed for implementation.
68
April 2015
West Village
Alternative 1 is the preferred alternative for West Village, with

limited signage at key locations along Quechee Main Street, including a Share the Road sign (MUTCD W16-1) and Walk
Facing Traffic sign (MUTCD R9-1) in front of the Quechee
Club and on the approach towards the Quechee Main Street
and Quechee West Hartford Road intersection. In addition,
a permanent Radar Speed Feedback Sign (RSFS) is proposed
on the south side of Quechee Main Street, east of the intersection of Quechee Main Street and Quechee West Hartford
Road, to reinforce the 35 mph posted speed limit as motorists
approach the village center.
Alternatives
Figure 4.25: West VillagePreferred Alternative
69

Figure 4.26: Central VillagePreferred Alternative
Central Village
A modified version of Alternative 1 is the preferred alternative for Central Village, with sidewalks along the south side of Quechee Main
Street and west side of Waterman Hill Road.
The sidewalk on the south side was preferable
over the north side because many community
members, as well as the steering committee
members, felt that the south side had more activities and that the north side was perceived to
have wider shoulders. The preferred alternative
also extends the sidewalk path to the Coldwell
Banker location to hold for future potential
connections to the Quechee Green Park. On
Waterman Hill Road, the sidewalk connects
from the existing path along the covered bridge
to the intersection with US 4. The preferred
alternative also proposes to remove the planted
island at River Street and instead, T the
intersection in order to create more landscaped
space on the corners and reduce the pedestrian crossing distance. To reduce the burden
of maintenance, the steering committee also
agreed to remove shared lane pavement markings in the preferred alternative.
70
April 2015
Alternatives
71
East Village
A modified version of Alternative 1 is the preferred alternative for East Village. Community
members, as well as the steering committee,
preferred to keep the trail simple and low cost,
while adding key amenities such as signage and
bicycle racks at trailhead locations. Many public
meeting participants and the steering committee members felt that the main priorities were
to widen the narrowest portions of the existing
trail and to add a boardwalk over the marsh
areas. The preferred alternative also proposes
shifting the crossing at Deweys Mills to the east
side of the road, reducing the number of road
crossings. Participants also felt that there was
no need to include flashing pedestrian crossing
lights in this location.
72
April 2015
Figure 4.27: East VillagePreferred Alternative
Alternatives
73
US 4
A modified version of Alternative 1B is the

preferred alternative for US 4, with a continuous five-foot buffered asphalt sidewalk along
the north side so that pedestrians may walk
safely between Jakes Quechee Market, VINS,
and the Quechee Gorge. The sidewalk would
be wide enough to meet ADA accessibility,
with a 10-foot landscaped buffer between the
path and the roadway to create a comfortable
walking environment, as well as allow space for
snow storage. Steering committee members felt
that a multiuse path was unnecessary for this
segment; although, a retaining wall to the west
of VINS is recommended to be constructed
so that a multiuse path may be accommodated
at a future time. The cost estimates reflect the
setback needed for the retaining wall to accommodate a 10-foot multiuse path.
74
April 2015
Figure 4.28: US 4Preferred Alternative
Alternatives
75
South Village
Alternative 1 is the preferred alternative for South Village, with a sidewalk proposed on the north side of West Gilson Road
and west side of Quechee-Hartland Road. While most residents who participated at the public meeting and online felt that this
segment was the lowest in priority, the recommendation for sidewalks is in place for potential development that may help the
Town direct future developers.
Figure 4.29: South VillagePreferred Alternative
76
April 2015
Alternatives
(Endnotes)
1 Additional guidance on Share the Road signage can be found in Chapter 8.3.1 of the VTrans Pedestrian and Bicycle Facility Planning and Design Manual
2 Additional guidance on Radar Speed Feedback Signs can be found in the VTrans publication Guidelines for the Use of Radar Speed Feedback Signs on the State Highway System
3 Federal Highway Administration. Publication Number: FHWA-RD-98-154, Synthesis of Safety Research Related to Speed and Speed Management. July 1998.
4 Reference for types of RSFSs allowed under the MUTCD: http://www.mutcd.fhwa.dot.gov/resources/interpretations/pdf/2_09_79.pdf
5 Additional guidance on Shared Lane Markings can be found in Section 9C.07 of the 2009 MUTCD
77
Implementation
Implementation
Phasing Strategy
Recognizing that that the Town will not undertake implementation of all the project segments at one time, the Selectboard
approved a prioritization strategy that was recommended by the Steering Committee, with input from the community participants, Town staff, and the consultant team. Central Village and US 4 were further subdivided to distinguish priorities within
those segments, and also to create sections that would be more feasible in applying for state and federal funding grants.
1. Central Village
a. Quechee Main Street: A sidewalk along the south side
of Quechee Main Street.
b. Waterman Hill Road: A sidewalk along the west side
of Waterman Hill Road, connecting from the existing
path on the covered bridge down to the intersection
with US 4.
2. West Village Add signage and a radar feedback sign
on Quechee Main Street between the Quechee Club and
Central Village.
3. US 4
a. Waterman Hill to Jakes Quechee Market: A sidewalk
with landscaped buffer connecting between Jakes
Quechee Market and the sidewalk on the west side of
Waterman Hill Road.
b. Waterman Hill to Quechee Gorge: A sidewalk and
landscaped buffer, with the exception of the parcel
at the northeast corner with Waterman Hill Road,
that connects from Waterman Hill Road to VINS and
ultimately connecting to the existing sidewalk at the
Quechee Gorge bridge.
4. East Village: Trail and signage improvements to the
existing Ottauquechee Trail alignment, as well as added
bicycle racks at key access points to the trail.
5. South Village: A sidewalk along the north side of West
Gilson Road and the west side of Quechee Hartland
Road, connecting to US 4.
79
The implementation of the recommended improvements in

West Village, Central Village, US 4, and South Village occur
wholly within the Towns right-of-way. For the East Village
segment, the consultant team had several conversations with
staff from the Friends of the Ottauquechee Trail (FOOT).
The alignment of the preferred alternative overlaps with
property owned by Quechee Lakes Landowners Association
(QLLA), Army Corp, and the Quechee Inn. In order to receive federal grant funding, FOOT will need to obtain formal
easements from those parties in addition to the Memorandums of Understanding (MOU) from private owners.
Procedures
As a first step towards implementing the recommendations

from this study, the Town Selectboard has accepted and
endorsed this report and its preferred alternatives. The next
steps following the approval of this scoping step are (and not
necessarily in this order):
Begin seeking and applying for funding opportunities
through grants, bonds, or other sources that the Town
considers appropriate.
Hire a consultant, if needed, to assist with the design of
the recommended sidewalks and other improvements.
Keep Town residents, particularly those who live in
Quechee Village, up to date on the process of implementing the recommendations.
Cost Estimates
The construction cost estimate in Table 5.1 shows an overall order of magnitude estimate of the costs associated with
improvements throughout the project area. The estimate
contains realistic costs, as of 2014, for construction, surveying, engineering, and permitting services where applicable.
With the exception of the Ottaquechee Trail, the recom-
80
April 2015
mended plans fall within the Town right-of-way with no need

to acquire properties outside this limit. There are areas that
will require a temporary construction easement from adjacent
abutters, however, due to the narrow nature in portions of the
study area.
Funding Sources
Funding for the recommendations may be secured from a variety of sources. Below is a list of various funding sources that
could be used to help with the implementation of the recommended preferred alternatives.
Transportation Alternatives Program (TA Funds): TA
funds can be used to increase bicycle and pedestrian mobility. These funds will cover a maximum of 80 percent of
the project, with a 20 percent match from the Town. TA
funds are distributed every year in Vermont through a
competitive grant program.
Bicycle and Pedestrian Program: These Vermont state
funds cover bicycle and pedestrian improvement projects
specifically and are provided via a competitive grant program. These funds will cover a maximum of 90 percent of
the project, with the remaining portion likely coming from
the project-sponsoring organization.
Town Capital Improvement Plan: The Town could opt to
use funds from its Capital Improvement Plan to undertake
one or several of the phases at once. There may be efficiencies by having a larger portion of a sidewalk constructed at one time.
Developer Mitigation or Impact Fees: As new development projects are built, the Town may impose a mitigation
or impact fee that will help finance capital improvements
needed as a result of added traffic or population growth.
Community Sponsorship or Private Fundraising: The
Town could work to raise private funds for the new
sidewalks or other pedestrian improvements, at least in
part, possibly with some memorial that acknowledges the
contributions.
Implementation
Table
5.1: Overall approximate cost estimate
Date: 11/26/2014
WEST VILLAGE
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29

Common Excavation
Trench Excavation
Bituminous Concrete
New Granite Curb
New Catch Basin
Hand Rail
Pavement Markings
Traffic Signs
Landscaping
Traffic Control
Unit
LS
CY
CY
SY
CY
TON
LF
LF
SY
SY
LF
LF
LF
LF
LF
LF
EA
EA
LF
LF
SF
LF
LF
EA
EA
EA
LS
LS
LS
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
Price
VAR
10.00
15.00
2.50
35.00
135.00
35.00
20.00
70.00
80.00
100.00
300.00
30.00
15.00
15.00
15.00
3,000.00
2,000.00
45.00
15.00
50.00
100.00
1.00
250.00
3,500.00
1,000.00
VAR
8%
10%
Sign Package
Quantity
Total
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
5
$
1,250
2
$
7,000
0
$
0
$
0
$
660
0
$
900
Subtotal
Contingency (25%)
Engineering (15%)
Permitting (5%)
Right of Way (var)
CENTRAL VILLAGE (Quechee

Main Street)
0%
South Side Sidewalk

Quantity
Total
0
$
870
$
8,697
948
$
14,222
0
$
383
$
13,389
188
$
25,313
1600
$
56,000
0
$
860
$
60,200
183
$
14,667
0
$
0
$
0
$
0
$
0
$
0
$
4
$
12,000
3
$
6,000
2250
$ 101,250
130
$
1,950
2400
$ 120,000
100
$
10,000
1600
$
1,600
10
$
2,500
0
$
0
$
5000
$
5,000
$
36,230
$
48,910
CENTRAL VILLAGE
(Waterman Hill Road)
West Side Sidewalk
Quantity
Total
0
$
870
$
8,696
710
$
10,650
0
$
353
$
12,367
162
$
21,870
710
$
24,850
0
$
361
$
25,278
17
$
1,333
0
$
0
$
0
$
0
$
0
$
0
$
2
$
6,000
1
$
2,000
700
$
31,500
200
$
3,000
2500
$ 125,000
0
$
700
$
700
4
$
1,000
0
$
0
$
5000
$
5,000
$
22,340
$
30,160
EAST VILLAGE
US 4 WEST (Waterman Hill US 4 EAST (Waterman Hill to

to Jakes)
Gorge)
Natural Trail + Signage

Quantity
Total
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
355
$
35,550
286
$
85,666
0
$
0
$
1701
$
25,519
5863
$
87,938
0
$
0
$
0
$
0
$
0
$
0
$
500
$
500
26
$
6,500
2
$
7,000
3
$
3,000
500
$
500
0
$
20,180
0
$
-
North Side Sidewalk

Quantity
Total
0
$
324
$
3,244
0
$
0
$
297
$
10,409
274
$
36,956
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
3
$
9,000
0
$
200
$
9,000
0
$
0
$
0
$
1600
$
1,600
4
$
1,000
0
$
0
$
5000
$
5,000
$
6,100
$
8,240
North Side Sidewalk

Quantity
Total
0
$
2111
$
21,111
0
$
0
$
741
$
25,926
986
$ 133,144
330
$
11,550
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
3
$
9,000
0
$
400
$
18,000
200
$
3,000
6200
$ 310,000
0
$
2000
$
2,000
4
$
1,000
0
$
0
$
10000
$
10,000
$
43,580
$
58,840
SOUTH VILLAGE
North Side Sidewalk
Quantity
Total
0
$
1074
$
10,741
0
$
0
$
537
$
18,796
544
$
73,406
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
0
$
200
$
3,000
0
$
0
$
500
$
500
4
$
1,000
0
$
0
$
5000
$
5,000
$
9,000
$
12,150
$
$
$
9,900
2,500
12,400
$
$
$
538,000
134,500
672,500
$
$
$
331,800
83,000
414,800
$
$
$
272,400
68,100
340,500
$
$
$
90,600
22,700
113,300
$
$
$
647,200
161,800
809,000
$
$
$
133,600
33,400
167,000
$
$
$
$
1,500
700
1,300
-
$
$
$
$
80,700
33,700
67,300
6,800
$
$
$
$
49,800
20,800
41,500
8,300
$
$
$
$
40,900
17,100
34,100
10,300
$
$
$
$
13,600
5,700
11,400
-
$
$
$
$
97,100
40,500
80,900
-
$
$
$
$
20,100
8,400
16,700
5,100
16,000
861,000
536,000
443,000
144,000
218,000
1%
2%
3%
0%
0%
$ 1,028,000
3%
81
WHITE RIVER JUNCTION

VERMONT
ARLINGTON
VIRGINIA
BURLINGTON
VERMONT
CHICAGO
ILLINOIS
CONCORD
NEW HAMPSHIRE
EVANSVILLE
INDIANA
SALT LAKE CITY

UTAH
SAN DIEGO
CALIFORNIA

Engineers' Perspective: Scoping Out Burlington's "Little Five Corners"

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TECHNICAL PROPOSAL

SCOPING STUDY: SOUTH

180 Battery Street, Suite 350

August 26, 2016

Dear Mr. Lee:

RSG 55 Railroad Row, White River Junction, Vermont 05001 www.rsginc.com

SCOPING STUDY: SOUTH WINOOSKI AVE, HOWARD

PROJECT UNDERSTANDING AND INTRODUCTION ................................................................... 1

PROFESSIONAL QUALIFICATIONS OF STAFF ......................................................................... 15

I-89 Exit 16 Circulation Study and Scoping Report ........................................................................ 18

REPRESENTATIVE WORK SAMPLE ........................................................................................... 22

August 26, 2016

PROJECT UNDERSTANDING AND INTRODUCTION

Adjacent retail and commercial land uses are thriving and

Explore potential for a redesigned

legs challenge the use of the limited roadway widths to

intersection at Howard / St. Paul /

accommodate all modes and the driveways for the businesses

Winooski, where improvements could

close to the intersection all present challenges to the safety

help foster an emerging neighborhood

and operation of the intersection.

Howard Street is a convenient east-west link between points

The intersection lies at the confluence of

identities and demographics: the South End

FIGURE 3: PROJECT LOCATION MAP, NOTE LACK OF CROSSWALK

August 26, 2016

PUBLIC INVOLVEMENT PLAN

impacted stakeholders and strategies and

community, active transportation facilities, and incorporate a wide

development process. The development and

considering the detailed improvements at this one intersection.

The intersection serves critical north-south links and is an

throughout the project is a separate and

important connection between Willard Street and the Hill Section

FIGURE 4: CCTA BUS NAVIGATING

to increase awareness of the project, advertise public meetings,

FIGURE 5: BULBOUT ALTERNATIVE.

The crosswalk length at Howard Street could be reduced.

August 26, 2016

Roundabout or Mini-Roundabout Intersection

Pedestrian signals and countdown timer,

FIGURE 6: REALIGNED SOUTH

Consider a Pedestrian Scramble phase, allowing diagonal pedestrian crossings, which

New mast arm and pedestal traffic signal system to

Transit improvements, including a shelter.

These are but a few of the project alternatives that may be

the neighborhood to make informed decisions, plan

1.1 | FIRM INTRO DUCTION

We are Experienced with Bicycle/Pedestrian Project Scoping in Vermont. RSG staff

We are a Dedicated Transportation Planning and Engineering Consultancy. RSG staff

August 26, 2016

2.1 | SCOPE OF WORK

TASK 2: Development and Maintenance of a Public Participation Plan

Public Participation Plan and Equity Impact Worksheet

TASK 3: Compile Base Map / Existing Conditions

August 26, 2016

TASK 4: Identify Local Concerns, Purpose and Need Statement

TASK 5: Develop Conceptual Alternatives

Identify Constraints, Impacts and Permitting Requirements

and identify constraints and impacts. There are many physical

TASK 6: Alternatives Presentation

August 26, 2016