Copyright 2016 Milone & MacBroom, Inc. ROUTE 67 (BANK STREET) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT SEYMOUR, CONNECTICUT State Project No. 124-165 MMI # 3211-02-4 February 1 9, 2014 (Revised March 2016 to include Public Involvement Program) Prepared for: Valley Council of Governments Derby Train Station 12 Main Street Derby , CT 06418 Prepared by: M ILONE & M AC BROOM , INC . 99 Realty Drive Cheshire, CT 06410 (203) 271-1773 www.miloneandmacbroom.com ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPO RT FEBRUARY 2014 (REVISED MARCH 2016) TC-i TABLE OF CONTENTS Page 1.0 Introduction ……………………………………………………………… …………………………………………..1 2.0 Purpose ……………………………………………………………… …………………………………………………1 3.0 Existing Conditions ……………………………………………………………… ………………………………..2 3.1 Corridor Characteristics ……………………………………………………………… ……………….2 3.2 Parking ……………………………………………………………… ………………………………………4 3.3 Regulatory Areas ……………………………………………………………… ………………………..5 3.4 Historic and Archeological Significance ………………………………………………………..5 3.5 Drainage and Utility Infrastructure ……………………………………………………………… ..6 3.6 Abutting Property Owners/Project Stakeholders ……………………………………………..6 3.7 Traffic Operations ……………………………………………………………… ……………………….6 3.8 Accident Patterns ……………………………………………………………… ………………………..7 4.0 Future Traffic Conditions ……………………………………………………………… ……………………….9 4.1 Traffic Volumes ……………………………………………………………… ………………………….9 4.2 Analyses ……………………………………………………………… …………………………………….9 5.0 Proposed Improvements ……………………………………………………………… ………………………..13 5.1 Route 67 ( Bank Street ) from Old Drive to Franklin St./River Street (SR 313) …..15 5.2 Bank Street @ Church Street/Beecher Street ………………………………………………..24 5.3 Bank Street @ Klarides Village Driveway/Johnson Street ……………………………..29 5.3.1 Johnson Street at Bank Street ………………………………………………………….30 5.3.2 Klarides Village and Bank Street (unsignalized) ………………………………..34 6.0 Additional Traffic Signalization Improvements ……………………………………………………….36 6.1 Klarides Village ……………………………………………………………… ………………………..36 6.2 Bank Street/Old Drive (west) ……………………………………………………………… ………37 7.0 Mitigation Analysis ……………………………………………………………… ………………………………38 8.0 Pedestrian Circulation Summary ……………………………………………………………… ……………43 8.1 Unique Opportunities ……………………………………………………………… …………………48 9.0 Other Corridor Improvement Projects ……………………………………………………………… …….50 10.0 Summary ……………………………………………………………… …………………………………………….51 ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPO RT FEBRUARY 2014 (REVISED MARCH 2016) TC-ii LIST OF TABLES Page Table 1 – Accident Summary ……………………………………………………………… …………………………….8 Table 2 – 2011 Existing Traffic Volumes – Level of Service Summary – Signalized Intersections ……………………………………………………………… ………………………..10 Table 3 – 2011 Existing Traffic Volumes – Level of Service Summary – Unsignalized Intersections ……………………………………………………………… …………………….11 Table 4 – 2031 Future Background Traffic Volumes (No Build) – Level of Service Summary – Signalized I ntersections ………………………………………………12 Table 5 – 2031 Future Background Traffic Volumes (No Build) – Level of Service Summary – Unsignalized Intersections …………………………………………..13 Table 6 – Bank Street Between Old Drive and River Street/Franklin Street Intersection ………….23 Table 7 – Bank Street /Church Street/Beecher Street ……………………………………………………………26 Table 8 – Bank Street @ Klarides Village /Johnson Street ……………………………………………………36 Table 9 – 2031 Level of Service – Queuing Impacts of Recommendations – Weekday Morning Peak Hour – Signalized Inter sections ………………………………………….39 Table 10 – 2031 Level of Service – Queuing I mpacts of Recommendations – Weekday Morning Peak Hour – Unsignalized Intersections ………………………………………40 Table 11 – 2031 Level of Service – Queuing Impacts of Recommendations – Weekday Afternoon Peak Hour – Signalized Intersections ………………………………………..41 Table 12 – 2031 Level of Service – Queuing Impacts of Recommendations – Weekday Afternoon Peak Hour – Unsignalized Intersections ……………………………………42 ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPO RT FEBRUARY 2014 (REVISED MARCH 2016) TC-iii LIST OF FIGURES Page Figure 1 – Location Map ……………………………………………………………… ………………………………3 Figure 2 – Project Corridor Map – Critical Enhancement Areas ………………………………………14 Figure 3 – Route 67 (Bank Street) @ Franklin Street/River Street – Alternate 3 – Preferred ……………………………………………………………… …………………….17 Figure 4 – Route 67 (Bank Street) @ Franklin Street/River Street – Alternate 2 ……………….19 Figure 5 – Route 67 (Bank Street) @ Franklin Street/River Street – Alternate 3 ……………….21 Figure 6 – Church Street & Beecher Street – Alternate 1 – Preferred ……………………………….25 Figure 7 – Church Street & Beecher Street – Alternate 2 ………………………………………………..28 Figure 8 – Johnson Avenue – Alternate 1 – Preferred …………………………………………………….31 Figure 9 – Johnson Avenue – Alternate 2 ……………………………………………………………… ……..32 Figure 10 – Johnson Avenue – Alternate 3 ……………………………………………………………… ……33 Figure 11 – K larides Village – Alternate 1 ……………………………………………………………… ……35 Figure 12 – Proposed Pedestrian Circulation – Project Corridor ……………………………………..45 Figure 13 – Proposed Pedestrian Circulation – Downtown ……………………………………………..46 Conceptual Illustration #1 ……………………………………………………………… …………………………..27 Conceptual Illustration #2 ……………………………………………………………… …………………………..49 APPENDIX Preliminary Opinion of Cos ts – Preferred Alternatives Pedestrian Opportunities and Constraints – Bank Street to Downtown Seymour Synchro Output Files Summary of Adjacent Property Owners Drawings – Rehabilitatio n of Bridge No. 01061 Route 67 O ver Little River Bridge Inspection Repor t – Structure No. 01585 Route 313 (River Street) O ver Little River Public Involvement – Stakeholder and Public Information Meeting Reports and Correspondence ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 1 – 1.0 Introduction In 1991, a study by Vanasse, Hangen, Brustlin, Inc . (VHB) assessed traffic con ditions along the Route 67 corridor through So uthbury, Oxford, and Seymour, Connecticut. In 2011, t he Valley Council of Governments (VCOG) hired Milone & MacB room, Inc. (MMI) to expand upon the 1991 report and to conduct operational analyses to further assess the impacts and validate or refine the earlier recommendations made by VHB. MMI’s scope was limited to the segment of Route 67 in Seymour from Klarides Village, a retail development, to the River Street/Franklin Street intersection. For this segment, VHB ‘s initial recommendations included some mainline widening as well as spot improvements at various intersections including traffic signal retiming , redirection of side street traffic, realignment of side street(s), a roadway closure, and driveway access management. The improvements proposed by VHB are summarized as follows: • Termi nate Johnson Street at Route 67 • Prohibit left turns from Klarides Village by constructing a modified driveway median • Revise the eas terly segment of Old Drive to one way northbound • Signalize the westerly inters ection of Old Drive at Route 67 • Realign the Beecher Street/Church Street intersection with Route 67 for improved traffic operations • Widen Route 67 between Franklin Street and Old Drive to extend the dual westbound travel lanes beyond 100 Bank Street 2.0 Purpose The purpose of this study is to evaluate and provide a palette of roadway and intersection enhancements along the CT Route 67 (Bank Street) corridor between Rive r Street/Franklin Street and Klarides Village to the west in the town of Seymour, Connecticut. This study provides an updated analysis to determine the current validity of the aforementioned improvements. Since ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 2 – the VHB report and prior to MMI’s analysis, a Walgreens pharmacy store was constructed east of Old Drive on the northern side of Bank Street. As part of its site plan approval, a new traffic signal was installed at its entrance drive, and two of the earlier VHB recommendations were essentially implemented . These recommendations include an additional traffic signal at the westerly i ntersection of Old Drive and modification of the easterly segment of Old Drive to a one-way northbound road. A traffic study was conducted to analyze VHB ‘s recommendations to determine whether current conditions warrant additional improvements. Six major intersections along the Route 67 corridor were analyzed . Of the six locations, it was determined that the three intersections below require geometric imp rovements while other areas benefit most by enhancing the existing traffic signal operations: • Bank Street @ Franklin Street/River Street • Bank Street @ Beecher Street/Church Street • Bank Street @ Klarides Village /Johnson Street This preliminary engineering report summarizes existing conditions, discusses the overall corri dor issues and opportunities, outlines the right-of- way and regulatory permit implications, and summarizes the traffic and pedestrian network analyses conducted by MMI. The assessment specifically identifies the three main locations where physical improve ments are recommended and summarizes the benefits and impacts of each improvement along with a description of the alternatives considered. Figure 1 identifies the study area. 3.0 Existing Conditions 3.1 Corridor Characteristics The section of Route 67 (Bank Street) that falls within the study area (between River Street/Franklin Street and the westerly end of Klarides Village to the west) is approximately one – third of a mile. Bank Street generally runs in an east/west direction through the western part of 67 67 313 115 313 721 721 728 ST. NORTH ST. ROAD BANK STREET BAN NEW HAVEN ROAD RIVER ST. ST. BROAD STREET ST. AVENUE CHESTNUT FRENCH AVE GILYARD HIGHLAND NO.MAIN ST STREET ST. NICHOLS STREET STREET SPRUCE ROBERTS ST. MEADOW GARDEN WOODSIDE AVE. LITTLE RIVER SWAN AVENUE JOHNSON PROSPECT STREET ST. CLIFTON RIM-MON STREET OLDDR. KULASTER. S RIMMON ST.PERSHING AVENUE SHELTON ST. ST. ST. GEORGE SCHOOLST. MARTHAFARRELL Bladens DAY STREET SHORT WAKELEY ST. ST. ST. DEFORESTST. DE-WOLFST. STREET SM STREET NORTH ST. BEACH GRAND STREET STREET STREET GRAND STODDARD THIRD SECOND AVENUE CULVER FIRST HENRY ST. AVE. JAMES ST. HUMPHREY AVENUE WASHINGTON HULLPL. BEECHER PL. PEARL HIGH STREET STREET ST. POND CHAM STREET PROSPECT AVE. HIGHLAND ST. BROADV IEW AVE. RAILROAD 22 22 RIVER WEST STREET ST. BEECHER WEST STREET CEDAR ST. STREET Globe CHURCH STREET RIDERAVENUE KASLOW ST. ST. ST. KNORR OLSONDR. KARLAK HILLST.NEW CHURCH AVE. STREET SEYMOUR AVENUE WEST ROAD BUNGAYCT. TERRACE E ROAD#1 BROOK STREET KOZEY LANE PINE ST. PINEST. #2 ROSEST. #1 MAIN R D BROTHERS CT. SPRING O XFORD CURRY HILL RD. ST.VINE STA.R.R. 8 8 BANK K ST. 115 ST.GROVE ST. RAY DR. SACHEM DRIVE DR. NORTH MAIN ST. JASKILKA ST. TS. FRANKLIN ST. WOOD ST. ST. ST. CHERRY SANFORDST.AVE. BIRCH ST. FIRSTST. COLUM- BUS ST. G GEORE ST. EXT. ST. S W N E and Environmental Science ROOM AC B & M Ò Landscape ArchitectureEngineering, M ILONE PROJ. NO. SCALE CHECKED DRAWN SMB DESIGNED DATE 0′ 500′ 0 1/2″ 1″ FIG. 1 PROJECT PHASE: DRAWING NAME: www.miloneandmacbroom.com(203) 271-1773 Fax (203) 272-9733Cheshire, Connecticut 0641099 Realty Drive SEYMOUR, CONNECTICUT 3211-02 DP PRELIMINARY ENG. TC LOCATION MAP AUGUST 31, 2012 ROUTE 67 (BANK STREET) CORRIDOR IMPROVEMENTS 1″=1000′ 1000′ TINGUE DAM CORRIDOR PROJECT ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 4 – town and provides connections to the town center area (via the Naugatuck River bridge) and to Oxford and points west. CT Route 8, which is elevated above the downtown area, provides regional access throughout the Naugatuck Valley region of Connecticut. Within the study area, Bank Street generally has a single travel lane in each direction with auxiliary turn lanes at various intersections. While discontinuous at some locations, sidewalks are present along most of the project roadways , and the posted speed limit along Bank Street is 30 miles per hour (mph). The land uses through this corridor include retail, office, residential, and light industrial with most of the study area within the C -2 General Commercial Zoning District. At the eastern end of the project area, the zoning begins to transition to the CBD-1 Downtown Central Commercial District. A small area of residential zoning (R -18) abuts Route 67 at the Beecher Street/Church Street intersection. In addition, the C-2 and CBD-1 districts define the limits of the Enterprise Corridor Zone, which provides significant s tate and local tax incentives for new and existing businesses. 3.2 Parking As indicated in the 2012 Seymour Master Economic Development Plan (MEDP), which was promot ed as a “Downtown Action Strategy,” the availability of both on-street and off- street parking was highlighted as a critical element to improving the downtown Seymour experience. On -street parking exists through the downtown area includi ng areas along Bank Street that serve the adjacent retail establishments. As outlined later in this report, any geometric and operational improvements along the corridor need to be reviewed in relation to current and future demand for on – and off-street parking needed to support the adjacent land uses and future redevelopment initiatives. Within the study limits , two on-street parking spaces are currently provided on the north side of Bank Street (near Franklin Street) in front of the businesses at 80 and 82-84 Bank Street. On the south side of Bank Street, a wide shoulder supports “10 -minute” on-street parking in front of the properties at 111-113, 115, and 117- 119 Bank Street, which are immediately adjacent to the Little River and currently have no on-site parking. The remaining parking areas along the corridor are provided within off- street parking facilities. ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 5 – 3.3 Regulatory Areas As shown on Figure 1, the R oute 67 (Bank Street) project corridor is located immediately west of the Naugatuck River. At two locations within the study area, the Little River is conveyed under Bank Street . From west to east , the river then flows parallel to and behind the buildings along the southern side of Bank Street and eventually under River Street (CT Route 313) to its confluence with the Naugatuck River. As a tributary of the Naugatuck River, the Little River was studied in detail by the Federal Emergency Management Agency ( FEMA), and specific floodplain elevations and floodway boundaries were established as shown on the most current FEMA Digital Flood Insurance Rate Maps (FIRM s) for Seymour. Since floodway and floodplain limits are shown across portions of the existing roads, each spot improvement within the corridor will need to be assessed in relation to the potential regulatory pe rmit requirements including but not limited to the Connecticut Department of Energy & Environmental Protection ( CT DEEP ) Floodplain Management Certification. In addition to the FEMA regulatory boundaries, field identification and delineation of Connecticu t inland wetlands and f ederal wetlands within the project limits w ere performed. The wetland limits closely follow the floodplain boundaries and step banks associated with the rivers. Regulated activities associated with the wetlands, watercourses , and the related upland areas may require local, state , or federal permit approvals. 3.4 Historic and Archeological Significance Within the project limits, there is one property that is eligible for the Register of National Historic Places. Provided within the Appendix of this report are copies of the correspondence between MMI and the Connecticut State Historic Preservation Office regarding 100 Bank Street. The design and construction of the improvements outlined within this report may need to be conducted in accordance with Section 106 under the National Historic Preservation Act. ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 6 – 3.5 Drainage and Utility Infrastructure Using the Connecticut Department of Transportation (CT DOT) topographic survey as a basis for our investigations, supplemental topographic survey and field reconnaissance were performed to confirm existing flow patterns and assess the existing drainage systems . As the design of the preferred alternatives is advanced, the existing utility infrastructure will be reviewed again in relation to the proposed improvements in order to identify potential conflicts, required upgrades, and/or relocations. In addition, the existing utility infrastructure should be assessed in conjunction with any plans for redevelopment of the adjacent properties to identify and provide the necessary service laterals and prevent fu ture disturbance of the completed improvements identified within this report . 3.6 Abutting Property Owners/ Project Stakeholders As indicated previously in this report, the project corridor includes a mixture of retail, office, residential, and light industrial land uses. Rights -of -way i mpacts to private property owners are discussed in more detail under various portions of this report. A summary of the property owners (now or formerly) within the study area based upon the Town of Seymour GIS Assessor records can be found in the Appendix of this report. 3.7 Traffic Operations In order to validate and expand upon previous recommendations using current network conditions , a traffic analysis was performed along Route 67 (Bank Street). The following six intersections were studied: • Bank Street @ Franklin Street/River Street (CT Route 313) • Bank Street @ Old Drive (east) • Bank Street @ Church Street/Beecher Street • Bank Street @ Old Drive (west) ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 7 – • Bank Street @ Klarides Village Driveway/Johnson Street (unsignalized) • Bank Street @ Klarides Village (signalized) The CTDOT records average daily traffic (ADT) volumes along state -owned highways. The ADT along Route 67, west of River Street and Franklin Street, was 20,000 vehicles per day (vpd) in the year 2009. Previous counts yielded 20,100 vpd in the year 2006 and 20,600 in the year 2003. According to the CTDOT, the average eastbound travel speed is 34 mph, and westbound speed is 35 mph. The 85 th percentile speeds along Bank Street are 36 mph for eastbound travel and 38 mph for westbound travel. Manual turning movement traffic counts were collected on Thursday, May 5, and Thursday, June 9, 2011 during the morning and afternoon commuter peak periods (7:00 a.m. to 9:00 a.m. and 4:00 p.m. to 6:00 p.m.). The peak hours for the corridor are 8:00 a.m. to 9:00 a.m. and 5:00 p.m. to 6:00 p.m. Bank Street carries between 1,070 and 1,350 vehicles during the morning peak hour depending on the specific location . During the afternoon peak hour, 1,470 to 2,030 vehicles were counted. The manual counts collected vehicle classification data in addition to the traffic volume data. The analysis found that a greater percentage and overall number of heavy vehicles are p resent during the morning peak hour (1.5%) as opposed to the afternoon (.4%). 3.8 Accident Patterns Using CTDOT accident records from January 2006 through December 31, 2008, an analysis of the accident history along the corridor was performed. There wer e 79 observed crashes. Of these crashes, 63 resulted in property damage only while 16 resulted in personal injury. The crashes resulted from a variety of collision types: rear -end, fixed object, sideswipe, intersecting turns, and same-direction turns. The most prevalent crash type was rear -end, which is typical for signalized intersections. A summary of the accident data is provided in Table 1. ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 8 – TABLE 1 Accident Summary LOCATION ACC IDENT SEVERITY TYPE OF COLLISION INJURY PROPERTY DAMAGE TO TAL TURN REAR -END ANGLE SIDESWIPE (Same Direction) FIXED OBJECT OTHER TOTAL INTERSECTING SAME TURN OPPOSITE BANK STREET At Klarides Village Drive 5 17 22 4 1 2 13 1 1 22 Between Old Drive (west) and Klarides Village 2 2 1 1 2 At Old Drive (west) 4 2 6 4 1 1 6 Between Church Street and Old Drive (west) 0 0 At Church Street/Beecher Street 1 1 2 1 1 2 Between Church Street/ Beecher Street and Old Drive (east) 0 0 At Old Drive (east) 7 7 4 3 7 Between Franklin Street and Old Drive (east) 3 14 17 4 4 5 4 17 At Franklin Street/River Street 3 20 23 2 4 11 1 3 2 23 TOTAL 16 63 79 16 4 7 34 1 9 2 6 79 Source: CTDOT 1/1/2006 to 12/31/2008 Crashes listed as ” Other” at the intersection of Bank Street/River Street/Franklin Street and to the west of this intersection involved four incidents related to parking maneuvers in front of the retail shops. One related to a backing maneuver at the same location, and another involved a pedestrian conflict. The “Sideswipe” accidents in this location were primarily due to the short merge for westbound traffic just west of the intersection. ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 9 – 4.0 Future Traffic Conditions 4.1 Traffic Volumes Future traffic volumes were forecasted using ambient traffic grow th and site-specific traffic generated by proposed or future developments. Review of historic traffic count data for the area revealed an annual traffic growth factor of approximately 1%. Additionally, the CTDOT Bureau of Policy & Planning was contacted regarding this topic, and a 20-year horizon was mandated for purposes of analysis. CTDOT indicated a growth factor of 20% should be used to increase the existing 2011 traffic volumes to 2031. 4.2 Analyses The corridor was modeled using Synchro, Version 7, a traffic operational modeling software package, for three scenarios: existing (2011) conditions, future (2031) no-build conditions, and future (2031) with improved conditions. The existing lane arrangements, signal timings, and phasing sequences were studied to identify existing deficiencies and opportunities. A Level of Service (LOS) was determined. The LOS is a qualitative measure of the efficiency of operations of intersections in terms of delay and inconvenience to motorists and is displayed with le tter designations A through F. Summaries of the LOS and queues by approach for the existing traffic volumes are shown in Tables 2 and 3 for signalized and unsignalized intersections, respectively. The 2031 future background (no build) analys es result s are summarized in Tables 4 and 5. The results o f the 2031 future analyses incorporating the recommend improvements are provided under Section 7.0 of this report in Tables 9, 10, and 11. ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 10 – TABLE 2 2011 Existing Traffic Volumes Level of Service Summary Sig nalized Intersections APPROACH LEVEL OF SERVICE WEEKDAY MORNING PEAK HOUR WEEKDAY AFTERNOON PEAK HOUR LOS QUEUE a LOS QUEUE Bank Street/River Street/Franklin Street Eastbound ( Bank Street) A 89 B 252 Westbound left/through (Bank Street ) C 155 E 358 Westbound right (Bank Street ) B 44 C 135 Northbound left (River Street ) C 86 C 197 Northbound through/right (River Street ) C 35 D 117 Southbound left (Franklin Street) C 55 C 113 Southbound through (Franklin Street) D 31 D 54 Southbound right (Frankl in Street) B 33 B 130 Overall B — C — Bank Street/Old Drive (west) Eastbound left (Bank Street ) A 4 A 19 Eastbound through (Bank Street ) A 117 A 410 Westbound ( Bank Street ) B 103 C 958 Southbound (Old Drive) D 89 D 96 Overall A — C — Bank Street/Klarides Village Main Driveway Eastbound ( Bank Street ) A 226 C 689 Westbound left (Bank Street ) A 9 A 6 Westbound through (Bank Street ) A 77 A 217 Northbound left ( plaza driveway) D 46 D 89 Northbound right ( plaza driveway) B 26 B 34 Overall A — B — a 95 th percentile queue in feet ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 11 – TABLE 3 2011 Existing Traffic Volumes Level of Service Summary Unsignalized Intersections APPROACH LEVEL OF SERVICE WEEKDAY MORNING PEAK HOUR WEEKDAY AFTERNOON PEAK HOUR LOS QUEUE a LOS QUEUE Bank Street/ Old Drive (east) Eastbound left (Bank Street ) A 0 B 0 Bank Street/Church Street/Beecher Street Westbound left (Bank Street ) A 7 B 18 Northbound (Church Street ) C 29 F 77 Bank Street/ Klarides Village unsignalized driveway Westbound ( Bank Street ) A 7 A 19 Northbound ( plaza driveway ) B 19 C 41 a 95 th percentile queue in feet ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 12 – TABLE 4 2031 Future Background Traffic Volumes (No Build) Level of Service Summary Signalized Intersections APPROACH LEVEL OF SERVICE WEEKDAY MORNING PEAK HOUR WEEKDAY AFTERNO ON PEAK HOUR LOS QUEUE a LOS QUEUE Bank Street/River Street/Franklin Street Eastbound ( Bank Street ) A 146 C 326 Westbound left/through (Bank Street ) C 190 F 465 Westbound right (Bank Street ) B 53 C 166 Northbound left (River Street ) C 102 C 259 Nort hbound through/right (River Street ) C 40 D 141 Southbound left (Franklin Street) C 63 C 135 Southbound through (Franklin Street) D 36 C 65 Southbound right (Franklin Street) B 39 C 154 Overall B — E — Bank Street/Old Drive (west) Eastbound left (Bank Street ) A 5 A 18 Eastbound through (Bank Street ) A 185 B 479 Westbound ( Bank Street ) B 173 F 1083 Southbound (Old Drive) D 100 D 111 Overall A — F — Bank Street/Klarides Village Main Driveway Eastbound ( Bank Street ) A 376 D 859 Westbound left (Bank Street ) A 7 A 5 Westbound through (Bank Street ) A 281 B 182 Northbound left ( plaza driveway) D 253 D 91 Northbound right ( plaza driveway) B 27 B 35 Overall A — C — a 95 th percentile queue in feet ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 13 – TABLE 5 2031 Future Background Traffic Volu mes (No Build) L evel of Service Summary Unsignalized Intersections APPROACH LEVEL OF SERVICE WEEKDAY MORNING PEAK HOUR WEEKDAY AFTERNOON PEAK HOUR LOS QUEUE a LOS QUEUE Bank Street/ Old Drive (east) Eastbound left (Bank Street ) A 1 C 2 Bank Street/Church Street/Beecher Street Westbound left (Bank Street ) B 11 B 30 Northbound (Church Street ) D 55 F 205 Bank Street/ Klarides Village unsignalized driveway Westbound ( Bank Street ) A 8 A 24 Northbound ( plaza driveway ) C 25 C 50 a 95 th percentile queue in feet The decreases in LOS identified above highlight those location s within the corridor that would benefit from geometric and/or operational improvements. Review of these results allowed MMI to identify deficiencies , test the benefits of certain i mprovements, and investigate design alternatives detailed herein . 5.0 Proposed Improvements The traffic analyses performed in relation to the existing and future traffic conditions confirm the original findings presented by VHB. Since VHB’ s earlier report, some of the recommendations have been implemented through completed development projects immediately adjacent to Bank Street. While these spot improvements have provided isolated operational improvements, additional geometric and system enhancements s hould be pursued and assessed along the corridor as a whole. The following three improvement locations as shown i n Figure 2 are highlighted as critical enhancement areas along with some operational improvements at two signalized intersections: 0′ 100′ 200′ 0 1/2″ 1″ S W N E SHEET NO. REVISIO NS ROO M and Environmental Science B MAC ILON E& M Ò Engineering, Landscape Architecture DATE PROJECT NO. DESIGNED– SCALE DRAWNSMB CHECKED– www .miloneandmacbroom.com (203) 271-1773 Fax (203) 272-9733 Cheshire, Connecticut 06410 99 Realty Drive ACCESS CONTROL KLARIDES PLAZA ACCESS CONTROL JOHNSON AVE. & CHURCH ST. REALIGNMENT OF BEECHER ST. SEYMO UR, CO NN ECTICUT 1″=200′ 3211-02 FIG. 2 ROU TE 67 (BANK STREET ) ROU TE 67 (BANK STREET ) JOHN SON ST. SWAN AVE. OLD DR. OLD DR. MARTHA ST. FRANK LIN ST. BEE CHER ST. CHURCH ST. TO OX FORD TO RTE. 8 & DO WNTOWN PROJECT CORR IDO R MAP – CR ITICAL ENHAN CEMENT AREAS FEBRUARY 2014 RO U TE 67 (BANK STREET ) SP OT IMPRO V EMENTS RIVER ST. (SR 313 ) WIDENING OF ROUTE 67 WIDENING OF RIVER ST. (SR 313) MBR MBR MBR BRIDGE#01061 WIRE ROPEMBR MBR MBR MBR 2STYFR 1 STYFR 2STYFR MBR MBR MBR 3 STYFR 1 STYFR 3 STYFR 1 STYFR 3 STYFR 2 STYFR 3 STYFR 2 STYFR 2 STYSTEEL 4 STYFR 1 STYFR 2 STYBRICK 2 STYBRICK 3 STYFR 3 STYBRICK 2 STYFR 3 STYFR 3 STYFR 1 STYFR 1 STYFR 3 STYFR 1 STYFR 1 STYFR 1 STYFR POOL ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 15 – • Bank Street @ Franklin Street/River Street and @ Old Drive • Bank Street @ Beecher Street/Church Street • Bank Street @ Klarides Village /Johnson Street 5.1 Route 67 (B ank Street) from Old Drive to Franklin Street/River Street (SR 313) In 1991, VHB recommendations included widening Route 67 between the Franklin Street /River Street i ntersection and the Old Drive intersection to accommodate an additional westbound travel lane. Also, VHB proposed turning the easterly segment of Old Drive in to a one-way northbound road and installing a signal at the intersection of Bank Street and Old Drive West. As noted earlier in this report, a Walgreens Pharmacy was built east of the Old Drive intersection. As part of its local land use approval and consistent with the 1991 recommendation, a signal was installed at the westerly intersection of Old Drive , and the easterly segment of Old Drive was improved to a one-way northbound road. The Old Drive East intersection is an unsignalized intersection adjacent to the inters ection with the signalized Walgreens driveway at Bank Street. Since these two intersections are in close proximity (approximately 150 feet), the signal has a direct effect on the operations at Old Drive. Bank Street has a single westbound lane and one eastbound through lane although the left-turn lane from the Walgreens driveway does provide queuing for approximately two vehicles entering Old Drive. A sidewalk is located along the southern side of Bank Street and at the northeast corner of the intersecti on. A path exists along the western side of Old Drive. While there are pedestrian ramps on both sides of Old Drive, there is no marked crossing for the northern leg of this intersection . Crosswalks do exist at the Walgreens driveway intersection, with pedestrian push buttons for signalized assistance concurrent with the side street green phase. The additional westbound Bank Street travel lane discussed above and supported in this study is intended to alleviate queuing issues approaching the Walgreens an d Old Drive East intersections and improve the flow of traffic through this intersection. Currently, those traveling west along ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 16 – Bank Street are required to merge to a single lane only 200 feet west of the Franklin Street/River Street intersection and just before the Martha Street intersection in order to cross the bridge just west of the Old Drive East intersection. Widening of the road will al low queuing in the right- turn lane at the Walgreens intersection and will extend the merge length for westbound vehicles. It was also determined that not only should Bank Street be widened between Franklin Street and Old Drive but operational improvements would be needed for the Bank Street/Franklin Street/River Street intersection along with re design of the signal. The Bank Street/ Franklin Street/River Street intersection operates under signal control with Bank Street approaching from the east and west, Franklin Street serving as the northern leg, and River Street to the south. The westbound Bank Street approach has one shared left -turn/through lane and one shared through/right-turn lane with channelization for the right turns. The eastbound approach also has two g eneral-purpose lanes. The northbound approach has an exclusive left- turn lane and a through/right- turn lane. The southbound approach has exclusive left-turn, through, and right-turn lanes. Crosswalks are present at the northern, southern, and western legs of this intersection. The signal phasing provides for an exclusive pedestrian phase, which is act ivated by push buttons at each corner. Sidewalks extend from all legs of this intersection. Following our analysis and assessment of the conditions within the project corridor and discussions with the Town of Seymour and VCOG staff, it is recommended that the preferred design for this section of Route 67, referred to as Alternate No. 1 and shown in Figure 3, include widening (primarily) on the south side of Bank Street bet ween Old Drive East and the Franklin Street /River Street intersection . Based upon input from the VCOG and Town of Seymour, earlier concepts now include the use of 11-foot lanes with 5-foot shoulders to support on- street bicycle connectivity from the areas adjacent to Bank Street to downtown Seymour and the developing riverfront recreatio nal opportunities. A side from the minor widening and the construction of a small retaining wall on the north side of Bank S treet, immediately in front of Walgreens, the concept holds the northern edge of pavement and extends the widened pavement section t o the south. In doing so, the new edge of pavement and sidewalk create direct impacts to the buildings along the southern side of Bank Street including but not limited to direct impacts M KU RTZ RONA LD E & LUCR ET IA N/F SEYMOUR TOWN OF N/F CO N C WALK CO N C WALK CON C WALK SIGN SIGN PARAPET WINGWALL WING WALL CON C BLOCKS RET WALL 6″ CR ABAPP LE 6″ POPLAR RICHA RD SOBOTKA N/F FATIMA C. SILVA N/F EL AINE LARSEN N/F SR. LE ONOA RD REMETT A N/F RIVER STREET AND BRIDGE WIDENING ALTERNATIVE 4′ SHOULDER 5′ SHOULDER LITTE RIVER BRIDGE CONSTRUCT SIDEWALK ON WIDENED FRANK LIN ST. ET AL TRUST REALTY CORP. N/F WALGREENS D R IV E W AY LOW RETAINING WALL PROPOSED SIDEWALK AND 5′ SHOULDER 5′ SHOULDER SHOULDER TAPER 2′ SHOULDER 2′ SHOULDER 2′ SHOULDER ALTERNATIVE SEE RIVER STREET WIDENING BRIDGE. EXISTING CURB-TO-CURB WIDTH OF CONFIGURATION SHOWN MAINTAINS WALL TO REMAIN OF RETAINING WALL RECONSTRUCT 200 LF 5′ SHOULDER WIDENING ROADWAY PROPOSED WIDENING ROADWAY PROPOSED GEOMETRY (TYP.) EXISTING LANE WIDENING (TYP.) PROPOSED ROADWAY (TYP.) SIDEWALK PROPOSED REMOVED PARKING TO BE EXISTING ON-STREET LIVING TRUST TKACZ DORIS M N/F ASSOCIATES LLC LOTS 70A & 70B N/F COMPANY HOUSATONIC WIRE N/F IMPROVEMENTS IN THIS AREA #2 FOR ADDITIONAL SEE CONCEPTUAL ILLUSTRATION (S R 313 ) R IV E R S T . B ANK S T . (R OU TE 67 ) S W N E Littl e R iver 12 ‘ 12 ‘ 11 ‘ R OU TE 67 M A R T HA S T R EET 11 ‘ 11 ‘ 11 ‘ 11 ‘ River Naug atuck Litt le River R IV E R S T . (S R 313 ) 11 ‘ 11 ‘ 12 ‘ 11 ’11 ’11 ’11 ‘ O LD D R IV E E A S T SHEET NO. REVISIO N S R OO M and Env iron mental Science B M A C IL ON E & M Ò Eng ineering , Land sca pe Architecture DATE PROJECT NO. DESIGNED DP SCALE DRAWN SMB CHECKED www .milon eand macbroo m.com (203 ) 271 -1773 Fax (203 ) 272 -9733 Cheshire, Conn ecticut 06410 99 Realty Drive SEYMO U R, CO NN ECTICUT 3211-02 FIG. 3 1″=80′ R O U TE 67 (B ANK S TR EET ) SP O T IM P R O V E M E N TS MJJ A LTE R NA TE 1 – P R E F E RR E D R O U TE 67 (B ANK S T R EET ) @ F R ANK L IN S T ./R IV E R S T . – OCTOBER 2015 PASJ LLC N/F SCALE: 1″=60′ SEYMOU R LL C DONG S REALT Y OF N/F S W N E 0′ 40′ 80′ 0 1/2″ 1″ STEEL PARAPET BRIDG E #01061 WIRE ROPE MBR BIT WALK MBR PIPE FENCE CON C WALK CONC WALK CONC WALK CH LNK FENCE MBR CH LNK FENCE STEEL PARAPET PIPE RAILING CH LNK FENCE WOOD LOADING DO CK CH LNK FENCE CON C WALK MBR 6″ CR ABAPPLE 6″ POPLAR 6″ MOUN TAIN ASH 6″ POPLAR 6″ EL M 6″ BLACK BIRC H 6″ MAPLE 6″ CR ABAPPLE 6″ CRABAPP LE 12″ EL M 24 ” MAPLE 24 ” OAK 18″ OAK 6″ OAK 42 ” HICKO RY 18″ HICKO RY 6″ HICKO RY 6″ TRIPLE HICKO RY 6″ MAPLE 6″ MAPLE BIT WALK BIT WALK BIT WALK BIT WALK CON C WALK CONC WALK CO N C WALK CONC WALK CONC WALK CON C WALK CO NC WALK CO NC WALK CONC WALK CONC WALK CO NC WALK SIGN SIGN SIGN PARAPET PARAPET PARAPET CONC BLOCKS CON C BLOCKS CON C PAD CONC PAD BOA RD FENCE CONC PAD CH LNK FENCE CO ORDINATE GRID ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 18 – to the buildings and porches and the elimination of the limited “10-minute ” on-street parking. In addition to the direct building impacts, the loss of parking constitutes a serious impact given the lack of on- site parking spaces and the current short- term on-street parking used by these properties and bus inesses. Given t he loss of parking, acquisition of these properties may be necessary and therefore is assumed in the cost analysis. While the town supports the preservation and/or creation of on-street parking within the downtown area, the acquisition of such properties may provide opportunities to reshape the south side of Bank Street in this area to either establish new on -street parking beyond the widened lane arrangement or to create off – street parking as part of redevelopment efforts planned for the southwest corner of the Bank Street/Franklin Street/River Street intersection . These concepts will be explored further by the Town of Seymour and VCOG as the design of these spot improvements and the adjacent redevelopment area evolves . The preferred alternate also extends the westbound right- turn lane at the Walgreens driveway through to the intersection of Old Drive East to accommodate the traffic volumes at this location and continue the intended pedestrian and on- street bicycle patterns through the corridor. The improvements at the entrance to Walgreens propose to shift the existing Bank Street crosswalk from the wes tern to the east side of the intersection. The shift increases the distance between the existing crosswalk and the end of the Route 67 L ittle River bridge parapet and improves the sight distance and visibility associated with this existing pedestrian and potential future bicycle crossing. An alternative to the preferred , Alternate No. 2, as shown i n Figure 4, proposes to only widen the northerly side of the ro ad. A large retaining wall would need to be built along the northerly side west of Martha Street in order to retain the slope. Also, to the east of Martha Street , the existing retaining wall at 100 Bank Street would have to be re constructed and shifted north to accommodate the widenin g. While this retaining wall may provide an appealing and historic aesthetic along this section of Bank Street, large portions are in disrepair. Furthermore, removal of the wall may require assessment and proper documentation in accordance with Section 106 under the National Historic Preservation Act given that the property is eligible for listing on the FRANK LIN ST. ET AL TRUST REALTY CORP. N/F WALGREENS DRIVEW AY PROPOSED ROADWAY WIDENING (TYP.) PROPOSED SIDEWALK (TYP.) WALLPROPOSED RETAINING EXISTING ON-STREET PARKING TO REMAIN RETAINING WALLRECONSTRUCT IMPROVEMENTS IN THIS AREA#2 FOR ADDITIONAL SEE CONCEPTUAL ILLUSTRATION S W N E 0′ 30′ 60′ 0 1/2″ 1″ SHEET NO. REVISIO NS ROO M and Environmental Science B MAC ILON E& M Ò Engineering, Landscape Architecture DATE PROJECT NO. DESIGNEDDP SCALE DRAWNSMB CHECKED www .miloneandmacbroom.com (203) 271-1773 Fax (203) 272-9733 Cheshire, Connecticut 06410 99 Realty Drive SEYMO UR, CO NN ECTICUT 3211-02 FIG. 4 1″=60′ MARTHA STREET SCHOO L STREET 11’11’12’12’ ROU TE 67 (BANK ST.) RO U TE 67 (BANK STREET ) @ FRANK LIN ST./RIVER ST. – ALTE RNA TE 2 MJJ FEBRUARY 2014 RO U TE 67 (BANK STREET ) SP OT IMPRO V EMENTS RIVER ST. (SR 313 ) BLOCK RET WALL CONC WALK CONC WALK 2STY FR 1 STYFR 2STY FR CH LNK FENCE MBR CH LNK FENCE 6″ CRABAPPLE 6″POPLAR 6″ MOUN TAIN ASH 6″POPLAR 6″ELM 6″BLACK BIRCH 6″MAPLE 6″ CRABAPPLE 6″ CRABAPPLE 12″ELM 48″ MAPLE 3″MAPLE 3″MAPLE 24″ MAPLE 24″OAK 18″OAK 6″OAK 42″ HICKORY 18″HICKORY 6″HICKORY 6″TRIPLE HICKORY 6″MAPLE 6″MAPLE 4 STY FR 1 STYFR 2 STY BRICK 2 STY BRICK 3 STY FR 3 STY BRICK BIT WALK BIT WALK BIT WALK CONC WALK CO NC WALK CO NC WALK CONC WALK CONC WALK CONC WALK CONC WALK CONC WALK CO NC WALK CO NC WALK CO NC WALK CO NC WALK CONC WALK SIGN SIGN RET WALL SIGN PARAPET PARAPET WINGWALL CONC BLOCKS CONC BLOCKS CONC PAD CONC PAD BOARD FENCE RET WALL CONC PAD RET WALL RET WALL RET WALL CH LNK FENCE CONC RET WALL ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 20 – National Register of Historic Places. Widening to the north will also steepen the grade of Martha Street and impact the off -street parking at 100 Bank Street. For the reasons summarized above, this alternative has been deemed undesirable. Alternate No. 3, proposing more extensive impacts (shown in Figure 5), was also considered. The concept is simila r to the design approach shown in Figure 3 for Alternate No. 1 but preserves the on -street parking along the southern side of Bank Street . While the preferred alternative (Figure 3) may result in acquisitions due to the loss of parking, the design shown in Figure 5 will require full acquisition of several parcels to accommodate the widening and preservation of on-street parking. The alternatives shown in Figures 3 and 5 may need to be reviewed/considered together in relation to available funding and plans for redevelopment in the area. The preferred option and the alternatives each require encroachment upon the existing sidewalk, building, and right-of-way along the south side of Bank Street and immediately west of the River Street inter section in order to maintain the current lane configurations. Also, both the preferred and alternative improvement options will require additional enhancements to the Franklin Street/River Street intersection including the removal of the two on- street parking spaces along Bank Street at the northwest corner of the intersection. The accident history indicates n umerous crashes have occurred in this area due to parking maneuvers. A reduced curb- to-curb width at this location will shorten the crossing distan ce for pedestrians. Furthermore, the curb radius for the River Street right -turn lane northbound movement at the southeast corner of the intersection may be reduced substantially . The existing radius exceeds 150 feet, which is more than adequate for truc ks making right turns northbound onto Bank Street. A reduced radius would serve to slow vehicles making this turn, shorten the distance for pedestrian crossings, and provide additional landscape area and possible connections to the town’ s Naugatuck River recreational resources . S W N E 0′ 30′ 60′ 0 1/2″ 1″ SHEET NO. REVISIO NS ROO M and Environmental Science B MAC ILON E& M Ò Engineering, Landscape Architecture DATE PROJECT NO. DESIGNEDDP SCALE DRAWNSMB CHECKED www .miloneandmacbroom.com (203) 271-1773 Fax (203) 272-9733 Cheshire, Connecticut 06410 99 Realty Drive SEYMO UR, CO NN ECTICUT 3211-02 FIG. 5 1″=60′ MARTHA STREET SCHOO L STREET 11’11’12’12’ RO U TE 67 (BANK STREET ) @ FRANK LIN ST./RIVER ST. – ALTE RNA TE 3 DRIVEW AY FRANK LIN ST. MJJ ROU TE 67 (BANK ST.) WALGREENS ET AL TRUST REALTY CORP. N/F WALLAND LOW RETAINING PROPOSED SIDEWALK PROPOSED SIDEWALK (TYP.) PROPOSED ROADWAY WIDENING (TYP.) FEBRUARY 2014 RO U TE 67 (BANK STREET ) SP OT IMPRO V EMENTS RESTORE ON-STREET PARKING IMPROVMENTS IN THIS AREA#2 FOR ADDITIONAL SEE CONCEPTUAL ILLUSTRATION RIVER ST. (SR 313 ) BLOCK RET WALL CONC WALK CONC WALK 2STY FR 1 STYFR 2STY FR CH LNK FENCE MBR CH LNK FENCE 6″ CRABAPPLE 6″POPLAR 6″ MOUN TAIN ASH 6″POPLAR 6″ELM 6″BLACK BIRCH 6″MAPLE 6″ CRABAPPLE 6″ CRABAPPLE 12″ELM 48″ MAPLE 3″MAPLE 3″MAPLE 24″ MAPLE 24″OAK 18″OAK 6″OAK 42″ HICKORY 18″HICKORY 6″HICKORY 6″TRIPLE HICKORY 6″MAPLE 6″MAPLE 4 STY FR 1 STYFR 2 STY BRICK 2 STY BRICK 3 STY FR 3 STY BRICK BIT WALK BIT WALK BIT WALK CONC WALK CO NC WALK CO NC WALK CONC WALK CONC WALK CONC WALK CONC WALK CONC WALK CO NC WALK CO NC WALK CO NC WALK CO NC WALK CONC WALK SIGN SIGN RET WALL SIGN PARAPET PARAPET WINGWALL CONC BLOCKS CONC BLOCKS CONC PAD CONC PAD BOARD FENCE RET WALL CONC PAD RET WALL RET WALL RET WALL CH LNK FENCE CONC RET WALL ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 22 – Modifying the signal timing to provide additional green time for the Bank Street east/west phase will also be needed to improve the LOS at this intersection. This is the phase with the heaviest traffic volumes. The increased time for this phase can be expected to improve the weekday afternoon overall operations from LOS E to LOS C, with little impact to northbound and southbound movements. The westbound approach will improve from LOS F to LOS C, and the 95 th percentile queue at this approach can be reduced by over 140 feet. As supported by the results from our traffic analysis, widening the northbound (River Street) approach to this intersection to extend the left-turn lane should also be pursued. The 95 th percentile queue for this lane exceeds 300 feet. The widening of River Street to lengthen the northbound left-turn lane was assessed in conjunction with our review of the inspection reports for the River Street (SR 313) bride (No. 01585) over the Little River . While the bridge is listed as being constructed in 1936 (and reconstructed partially in 1991), it remains in fairly good condition as represented in the bridge inspection report. Currently, it supports the existing and proposed lane arrangement except for the continuation of the 5-foot (bike lane) shoulder from Bank Street to River Street . The structure’s overall rating is adequate, but the curb- to-curb deck width does not meet the current requirements . The latest inspection report indicates the curb -to – curb distance is currently 37.5 feet, which is well below the minimum criteria , resulting in a deck g eometry appraisal rating of 2 . According to the Federal Highway Administration ( FHWA) Recording and Coding Guide for the Structure Inventory and Appraisal of the Nation’s Bridges , a rating of 2 is defined as “basically intolerable requiring high priority of replacement.” Upo n closer review, there are significant factors that would complicate the widening along eastern River Street including the proximit y of the bridge to the Naugatuck River and the configuration of the wingwalls , which primarily run parallel to River Street. These factors limit the ability to widen the bridge superstructure, add a cantilevered section for sidewalk, etc. For the purposes of this study and in order to avoid regulatory obstacles associated with working within the Naugatuck River FEMA floodway, the widening of River Street and the River Street bridge is assumed to be along the western side of the road. In order to accommoda te the widening of River Street , a new retaining wall will need to be constructed or the existing retaining wall reconstructed along the western side of the road in the area south of the former Housatonic Wire ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 23 – Company property. The existing eastern edge o f pavement would be maintained in its current location. The widening of River Street in this area will need to be reviewed concurrently with the town’ s parallel efforts t o investigate and plan riverwalk extensions along the Naugatuck River and around the Tingue Dam recreational and park areas. When assessed in conjunction w ith the improvements recommended herein , the capacity analysis detai led in the traffic study indicates that the LOS would improve at the intersection of Bank Street/Franklin Street/Rive r Street, experiencing an overall operational improvement from LOS E to LOS C during the afternoon peak hour. This enhancement is primarily caused by the improvement to the westbound through traffic. By providing additional time for this movement, the operations will improve for this approach from LOS F to LOS C during the afternoon peak hour. The afternoon queues at this approach can also be reduced by approximately 220 feet, and the morning queues would also show improvement. Table 6 below details a v ery early opinion of approximate construction costs of the alternates along this specific section of Route 67 expressed in 2014 dollars. A more comprehensi ve cost analysis that includes all of the improvements associated with the preferred alternates summ arized herein can be found in the Appendix of this report. TABLE 6 Bank St reet Between Old Drive and R iver Street /Franklin St reet Intersection (not including River Street widening) Improvement 2014 Cost * Alternative 1 – preferred $1,029 ,000 Alternative 2 $1,552,000 Alternative 3 $1,270 ,000 *Excludes right-of -way acquisition costs, utility relocations, streetscape enhancements, and hazardous materials, if any ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 24 – 5.2 Bank Street @ Church Street/Beecher Street Church Street approaches Bank Street from the southeast and carries two -way traffic while Beecher Street departs toward the southwest (away from Bank Street) as a one- way street. Bank Street provides a single eastbound lane. Westbound Route 67 has one through lane and an exclusive left -turn lane for motorists entering Church and Beecher Streets. The side streets operate under s top sign control, and there are no controls on the mainline (Route 67). A sidewalk ex ists along the southerly side of Bank Street; however, no crosswalks exist. The intersecting streets are skewed with a crossing distance of approximately 60 feet. Currently, the intersection is a safety concern with little vehicle priority established . With such a wide entrance, those traveling westbound along Bank Street and turnin g onto Beecher Street must contend with those traveling eastbound on Bank Street turning right onto Church Street. MMI agrees with VHB ‘s original recommendation that this intersection be reconfigured to provide for safer traveling movements. MMI initiall y considered reconfigur ing Church and Beecher Streets such that Beecher Street forms the leg of a T -intersection with Church Street with two northbound approach l anes. In turn, Church Street would be narrowed/realigned at its intersection with Bank Street. This would provide a narrower intersection, reduce vehicular speeds and the potential for conflicts, an d shorten the pedestrian crossing distance. However, upon review of site conditions and preliminary engineering efforts , a T-intersection along Beecher Street (instead of Church Street ), along with the narrowing and realignment of the intersection at Bank Street, may be more feasible (shown in Figure 6). This figure represents Alternative No. 1. This alternative will create a safer co ndition for both vehicular and pedestrian mobility , will result in the same overall improvement to traffic operations at a much lower cost, and will not require the acquisition of private property. This approach will reduce the width of the curb cut at Bank Street and cr eate a T-intersection with Beecher Street and Church Street. Currently, there is an informal roadway/acc ess strip for drop-off and pickup in front of the Russian American Citizen Club. This area is within the public right-of-way but is used almost exclus ively by the 450/783 25 BEECHER ST. JOSEPH CAVANAUGH N/F 20 CHU RCH ST. CITIZENS CLUB RUSSIAN AMERICAN N/F BEE CHER ST. 23-24 GINA AFF INITO N/F S W N E and Environmental Science ROOM AC B & M Ò Landscape ArchitectureEngineering, M ILONE PROJ. NO. SCALE CHECKED DRAWN SMB DESIGNED DATE 0′ 20′ 40′ 0 1/2″ 1″ FIG. 6 PROJECT PHASE: DRAWING NAME: www.miloneandmacbroom.com(203) 271-1773 Fax (203) 272-9733Cheshire, Connecticut 0641099 Realty Drive SEYMOUR, CONNECTICUT 1″=40’ 3211-02 DP PRELIMINARY ENG. BEE CHER STREET CHU RC H STREET TC R=150 ‘ CHURCH STREET & BEECHER STREET – ALTERNATE 1 – PREFERRED ROUTE 67 (BANK STREET) SUPPLY ALLEN’S PLUMBING ROUTE 67 (BANK STREET) SPOT IMPROVEMENTS OCTOBER 2015 R=150 ‘ WITHIN THIS AREAFOR ADDITIONAL IMPROVEMENTS SEE CONCEPTUAL ILLUSTRATION #1 WING WALL DBL YELL OW SOLID WHITE CL&P #6419 CL&P #28484 CL&P #28484(OLD) DBL YELL OW MBR MBR SOLID WHITE CON C RET WALL HH CONC WALK FLAG POLE SOLID YELL OW CON C STE PS CL&P #3526 s CON C WALK CL&P #3526 MBR SOLID WHITE DBL YELL OW 42 ” 12″ SP RUCE CL&P #2747 SOLID WHITE DBL YELL OW STOP BAR STOP BAR BIT WALK BIT WALK BIT WALK BIT WALK BIT WALK CON C WALK CO N C WALK CO N C WALK CON C WALK CONC WALK 8″ PVC CP-69 WING WALL WINGWALL BIT WALK w-5 w-103 w-104 w-106 ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 26 – club. Under this option, the access strip will remain available for limited parking and, through the use of streetscape design elements , there is potential to enhance the overall appearance of these inte rsections and the drop- off area (see Conceptual Illustration #1). Options to narrow Beecher Street to allow for additional on- street parking along the Russian American Citizens Club frontage were also considered but, given the current on-street parking associated with the exi sting residences on the opposite side of the street, this was not incorporated into the preferred alternative. The additional turning lane on Beech er Street approaching Bank Street will help to reduce delays for motorists turning right due to left-turning vehicles. M orning peak-hour queues will be reduced by approxima tely 40 feet and afternoon peak -hour queues by nearly 150 feet. The two- lane configuration will yield afternoon operations of LOS D for right-turning vehicles, which is an improvement from the LOS F condition experienced by the current single- lane approach. The alternative to this improvement, Alternate No. 2, would be similar to the original VHB recommendations, which would create the primary intersection of Church Street at Bank Street wit h Beecher Street intersecting Church Street at 90 degrees. The impacts to traffic are similar; however, it was determined that geometrically creating a T -intersection along Church Street would be much more extensive and would require adding a significant amount of pavement and regrading. This option will also involve the acquisition of property to the east of the intersection and would eliminate the roadway strip in front of the Russian American Citizen Club. Figure 7 details this option. Table 7 below details the estimated costs per each improvement. TABLE 7 Bank Street/Church Street/Beecher Street Improvement 201 4 Cost* Alternative 1 – preferred $207 ,000 Alternative 2 $470 ,000 *Excludes right-of -way acquisition costs, utility relocations, streetscape enhancements, and hazardous materials, if any  99 Realty DriveCheshire, Connecticut 06410 (203) 271-1773 Fax (203) 272-9733 www.miloneandmacbroom.com SEYMOUR, CONNECTICUT FEBRUARY 2014 VALLEY COUNCIL OF GOVERNMENTS ROUTE 67 (BANK STREET) SPOT IMPROVEMENTS CONCEPTUAL ILLUSTRATION #1 BEECHER ST. CHURCH ST. ROUTE 67 (BANK STREET) S W N E and Environmental Science ROOM AC B & M Ò Landscape ArchitectureEngineering, M ILONE PROJ. NO. SCALE CHECKED — DRAWN SMB DESIGNED DATE 0′ 20′ 40′ 0 1/2″ 1″ FIG. 7 PROJECT PHASE: DRAWING NAME: www.miloneandmacbroom.com(203) 271-1773 Fax (203) 272-9733Cheshire, Connecticut 0641099 Realty Drive SEYMOUR, CONNECTICUT 1″=40′ 3211-02 DP CHURCH STREET & BEECHER STREET – ALTERNATE 2 PRELIMINARY ENG. BEE CHER STREET ONE WAY CHU RC H STREET R=200′ SUPPLY ALLEN’S PLUMBING ROU TE 67 (BANK STREET ) FEBRUARY 2014 ROUTE 67 (BANK STREET) SPOT IMPROVEMENTS R=200′ WING WALL DBL YELL OW SOLID WHITE CL&P #6419 CL&P #28484 CL&P #28484(OLD) DBL YELL OW MBR MBR SOLID WHITE CON C RET WALL HH CONC WALK FLAG POLE SOLID YELL OW CON C STE PS CL&P #3526 s CON C WALK CL&P #3526 MBR SOLID WHITE DBL YELL OW 42 ” 12″ SP RUCE CL&P #2747 3 STY FR 2 STY FR 3 STY FR 2 STY STEEL SOLID WHITE DBL YELL OW STOP BAR STOP BAR BIT WALK BIT WALK BIT WALK BIT WALK BIT WALK CON C WALK CO N C WALK CO N C WALK CON C WALK CONC WALK 8″ PVC 18″ SAN SEWER 8″ SAN SEWER 8″ SAN SEWER JOSEPH CAVANAUGH 25 BEE CHER ST. 450 /783 APP RO X . STREET LINE CP-69 WING WALL WINGWALL SAN MH TOP=137 .12 SAN MH TOP=141 .77 SAN MH TOP=148 .62 SAN MH TOP=152 .02 N/F GINA AFF INITO 23 -24 BEE CHER ST. 358 /565 BIT WALK w-5 w-103 w-104 w-106 ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 29 – 5.3 Bank Street @ Klarides Village Driveway/Johnson Street This intersection is located at the easterly end of Klarides Village , between the McD onald’s restaurant and TD Banknorth. The plaza driveway has a single exit lane, which is signed to prohibit left turns onto Bank Street. Bank Street provides for a single lane in each direction at this location. Opposite the plaza driveway is a retainin g wall that supports Johnson Street, a steep, one-way southbound roadway (toward Bank Street) with a left- turn prohibition. Johnson Street is sharply skewed with Bank Street. The angled approach (from the northeast) results in a poor sightline looking to the left when entering Bank Street. Johnson Street serves a residential neighborhood. Currently, the intersection has a good LOS of A along the westbound approach on Bank Street during both AM and PM peak hours, a LOS of B at the northbound plaza driveway in the AM, and a LOS of C during the PM peak. Future conditions show a decrease in the AM northbound plaza drive approach to a LOS of C. A sidewalk is present along the southern side of Bank Street, and the length of the pedestrian crossing at the pla za driveway is approximately 32 feet. There is no sidewalk on the northern side of Bank Street. The sidewalks to the east of the intersection and on the southerly side are in good condition; however, the grass strip at the edge of the road requires resto ration. The sidewalk to the west, toward the signalized driveway, is in poor condition. The curb reveal is diminished , and there is need for curbing along an abandoned curb cut. Lastly, mulch eroded from the adjacent landscape bed is migrating onto the walk way. The proposed improvements from the original study were to terminate Johnson Street at Route 67 along with prohibiting left turns from Klarides Village by constructing a modified median. MMI found these improvements to remain valid and has made t he following recommendations and improvements. ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 30 – 5.3.1 Johnson Street at Bank Street In order to improve safety associated with the sharply skewed intersection of Johnson Street and Route 67, closure of the southerly portion of Johnson Street to traffic wh ile maintaining access only for emergency and maintenance vehicles should be pursued. Since Johnson Street will need to remain a two -way street, provisions for vehicles to turn around will be needed. Of the several options considered, the preferred alter native offered herein includes the construction of a hammerhead intersection immediately adjacent to the existing residential properties closest to Route 67 that would allow the access of emergency and maintenance vehicles. In order to deter drivers from using this access point, raised brick pavers and decorative landscaping are proposed to limit access. This plan will require a partial taking from the Mehalick residence to the east for the turnaround portion. Currently, the approach to Bank Street is dangerous and has poor sightlines. Elimination of this access point will improve the safety of users at this intersection and provide for a free flow of traffic along Route 67. However, this option will require Johnson Street area residents to seek alternate access to Route 67. Minor drainage adjustments may be needed to address runoff from the additional impervious area proposed. Figure 8 details the preferred Alternate No. 1. Two additional road closure alternatives were considered . Alternate No. 2 shown in Figure 9 considers creating a T intersection with Route 67. However, the significant elevation difference of approximately 25 feet would require extensive filling and regrading along Johnson Street, which will also create access issues for some of the residential properties along the street. The roadway profile of Johnson Street is approximately 10%. A T-intersection construction would require a road profile in excess of 25%, which creates an unsafe condition and would exceed the m aximum allowable grade per local regulations. The third alternative proposes creating a cul- de-sac at the end of Johnson Street. As shown in Figure 10, the cul -de-sac would terminate above the steep slope above Route 67 but would encroach on the Byrne residence to the w est. Given the impacts to private properties, this alternative has been deemed undesirable. 240 Bank Street Stanley G. Ostaszeski N/F S W N E and Environmental Science ROOM AC B & M Ò Landscape ArchitectureEngineering, M ILONE PROJ. NO. SCALE CHECKED — DRAWN SMB DESIGNED DATE 0′ 20′ 40′ 0 1/2″ 1″ PROJECT PHASE: DRAWING NAME: www.miloneandmacbroom.com(203) 271-1773 Fax (203) 272-9733Cheshire, Connecticut 0641099 Realty Drive SEYMOUR, CONNECTICUT 1″=40’ 3211-02 DP PRELIMINARY DESIGN EMERGENCY VEHICLES FOR MAINTENANCE / RESTRICTED ACCESS HAMMERHEAD JOHNSON AVENUE – ALTERNATE 1 – PREFERRED FIG. 8 ROUTE 67 (BANK STREET) SPOT IMPROVEMENTS 20 Old Drive Guy E & Gail E Greco N/F 46 Bank Street Associates LLC Swan Avenue N/F OCTOBER 2015 JOHN SON AV E. ROU TE 67 (BANK STREET ) 24 ‘ 10 Johnson Ave Meholik Stanley M Jr. N/F 3″ ARBORVITAE 6″ ORNAMENTAL 3″PINE 6″ ORNAMENTAL 24 ” MAPLE 18″ MAPLE 24 ” FIR 24″ FIR 15″ ARBORVITAE 6″ MAPLE 6″ MAPLE 15″ TRIPLE MAPLE S 12″ TWIN MAPLE 24″ MAPLE 24″ MAPLE CON C CURB CON C CURB CON C CURB CON C CURB CO N C CURB CON C CURB CO N C CURB BIT WALK BIT WALK BIT WALK CON C WALK CON C WALK CON C WALK CO N C WALK CO N C WALK CON C WALK SIGN SIGN SIGN BITDRIVE BITDRIVE BC LC BC LC BC LC BC LC BITDRIVE WALK CH LNK FENCE S W A N w-2 S W N E and Environmental Science ROOM AC B & M Ò Landscape ArchitectureEngineering, M ILONE PROJ. NO. SCALE CHECKED — DRAWN SMB DESIGNED DATE 0′ 20′ 40′ 0 1/2″ 1″ PROJECT PHASE: DRAWING NAME: www.miloneandmacbroom.com(203) 271-1773 Fax (203) 272-9733Cheshire, Connecticut 0641099 Realty Drive SEYMOUR, CONNECTICUT 1″=40′ 3211-02 DP JOHN SON AV E. JOHNSON AVENUE – ALTERNATE 2 PRELIMINARY ENG. ROU TE 67 (BANK STREET ) FIG. 9 REMOVE PAVEMENT CURB CUT ELIMINATE FEBRUARY 2014 ROUTE 67 (BANK STREET) SPOT IMPROVEMENTS 3″ ARB ORVITAE 6″ ORNA MENTAL 3″PINE 6″ ORNA MENTAL 24 ” MAPLE 18″ MAPLE 24 ” FIR 24 ” FIR 15″ ARB ORVITAE 6″ MAPLE 6″ MAPLE 15″ TRIPLE MAPLE S 12″ TWIN MAPLE 24 ” MAPLE 24 ” MAPLE 3 STY FR 2 STY FR 3 STY FR 1 STY FR CON C CURB CON C CURB CONC CURB CON C CURB CO N C CURB CON C CURB CO N C CURB BIT WALK BIT WALK BIT WALK CON C WALK CON C WALK CON C WALK CO N C WALK CO N C WALK CON C WALK SIGN SIGN SIGN BITDRIVE BITDRIVE BC LC BC LC BC LC BC LC N/F SW AN AV ENU E ASS OCIATE S LL C 246 BANK ST. 261 /790 112 /1041 GUY E. GRECO ET AL 20 OLD DR. 126 /636 APPRO X . STREET LINE BITDRIVE WALK CH LNK FENCE D.R.O.W. 124 -54 -13A S W A N w-2 S W N E and Environmental Science ROOM AC B & M Ò Landscape ArchitectureEngineering, M ILONE PROJ. NO. SCALE CHECKED — DRAWN SMB DESIGNED DATE 0′ 20′ 40′ 0 1/2″ 1″ PROJECT PHASE: DRAWING NAME: www.miloneandmacbroom.com(203) 271-1773 Fax (203) 272-9733Cheshire, Connecticut 0641099 Realty Drive SEYMOUR, CONNECTICUT 1″=40′ 3211-02 DP JOHN SON AV E. JOHNSON AVENUE – ALTERNATE 3 EMERGENCY VEHICLES FOR MAINTENANCE / RESTRICTED ACCESS PRELIMINARY ENG. FIG. 10 CUL-DE-SAC PROPOSED 50′ R FEBRUARY 2014 ROUTE 67 (BANK STREET) SPOT IMPROVEMENTS ROU TE 67 (BANK STREET ) 3″PINE 24″ MAPLE 18″ MAPLE 24 ” FIR 24 ” FIR 15″ ARB ORVITAE 6″ MAPLE 6″ MAPLE 15″ TRIPLE MAPLE S 12″ TWIN MAPLE 24 ” MAPLE 24 ” MAPLE 2 STY FR 3 STY FR 3 STY FR 1 STY FR 1 STY FR BIT WALK BIT WALK CON C WALK CON C WALK CO N C WALK CO N C WALK CON C WALK SIGN N/F SW AN AV ENU E ASS OCIATE S LL C 246 BANK ST. 261 /790 N/F STAN LEY G. OSTASZE SKI 240 BANK ST. 097/529 N/F STAN LEY M. MEHO LIK JR ET AL 10 JOHN SON AV E. 112 /1041 N/F GUY E. GRECO ET AL 20 OLD DR. 126 /636 APP RO X . STREET LINE POO L WINGWALL CONC WALK CH LNK FENCE ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 34 – 5.3.2 Klarides Village and Bank Street (unsignalized) The second improvement recommended for this intersection was to better enforce the no -left – turn movement by adding a physical barrier. Currently , the left-turn is prohibited by a sign posted opposite the driveway; however, there is a tendency for drivers to turn left. As shown in Figure 11, the preferred alternative includes constructing a delta island within the driveway area to physic ally restrict and prohibit left turns. This enhancement will reinforce the existing intersection design. The illegal left turns that are occurring create safety issues crossin g Route 67 and block traffic attempting to exit right out of the Klarides driveway. Those turning left or heading east along Route 67 will be required to drive through the plaza to the existing signalized driveway. This allows for safer movements and pro vides better traffic flow along the corridor. Physically prohibiting the ability to turn left will eliminate the safety concerns an d the queuing issues at the unsignalized intersection. This design will require the removal of the existing landscaped isla nd in order to accommodate the new geometry of the landscaped raised median. In addition, the No Left Turn signage should be located on the new island for better visibility. This design is expected to have minimal to no impacts on rights -of-way and utilities. Stakeholder impacts will be essentially limited to those patrons exiting McDonald’s and TD Banknorth and wishing to travel east on Route 67. The second alternative explored would further restrict the movement of vehicles at this location. This alternative would make the driveway one way, permitting ingress only. This option would eliminate the option to exit eastbound and would require patrons to travel through the plaza to the signalized driveway. This option would also create more congestion at the signalized driveway and within the property and would further impact convenience. This alternative would also increase delays at the signalized driveway and possibly impact businesses adversely. STREET 235 BANK S W N E and Environmental Science ROOM AC B & M Ò Landscape ArchitectureEngineering, M ILONE PROJ. NO. SCALE CHECKED — DRAWN SMB DESIGNED DATE 0′ 20′ 40′ 0 1/2″ 1″ PROJECT PHASE: DRAWING NAME: www.miloneandmacbroom.com(203) 271-1773 Fax (203) 272-9733Cheshire, Connecticut 0641099 Realty Drive SEYMOUR, CONNECTICUT 1″=40′ 3211-02 DP PRELIMINARY ENG. McDONA LDS TD BANK CONTROL ACCESS REVISED FIG. 11 ROU TE 67 (BANK STREET ) KLARIDES VILLAGE KLARIDES VILLAGE – ALTERNATE 1 – PREFERRED SIGNAGE AND RELOCATED PROPOSED ISLAND ROUTE 67 (BANK STREET) SPOT IMPROVEMENTS STREET BANK 249 OCTOBER 2015 FILIPOWICH PAUL III & ROBERT F N/F BANK STREET 253-255 TD BANKNORTH N A N/F CORPORATION MCDONALD N/F BIT CON C BIT PARKING BIT PARKING BIT PARKING BIT PARKING BIT PARKING 6″PEAR 6″ TRIPLE DOG WOOD 30 ” OAK 15″ MAPLE 3″ ARB ORVITAE 6″ ORNA MENTAL 3″PINE ORNA MENTAL 24 ” MAPLE CON C CURB CON C CURB CON C CURB CO N C CURB CO N C CURB CO N C CURB CON C CURB CON C CURB CO N C CURB BIT WALK BIT WALK CON C WALK CO N C WALK CONCWALK CON C WALK SIGN SIGN SIGN SIGN BITDRIVE BITDRIVE CO N C BLOCKS PORCH WOODSTEPS RET WALL BC LC BCLC BC LC ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 36 – Overall, with the suggested improvements made at Johnston Street and the Klarides Village driveway, the goal to limit left turns will be achieved along with creating a safer flow of traffic by eliminating the Johnson Street entrance. While these improvements will not provide a sig nificant change in the LOS C, they will provide for a safer driving experience. Table 8 below details the estimated costs per each improvement. TABLE 8 Bank St reet @ Klarides Village/Johnson St reet Improvement – Johnson Street 201 4 Cost * Alternative 1 – prefer red $72 ,000 Alternative 2 $1,126,000 Alternative 3 $191,000 Alternative 4 $261,000 Improvement – Plaza Driveway Alternative 1 – preferred $38,000 Alternative 2 $31,000 *Excludes right-of -way acquisition costs, utility relocations, streetscape enhancements, and hazardous materials, if any 6.0 Additional Traffic Signalization Improvements Along with specific geometric improvements, signalization improvements are recommended at two i ntersections . These two intersections are described below. 6.1 Klarides Village With the enhancements at the Klarides Village and Johnson Street intersection, signal improvements at the Klarides Village signalized driveway will also be needed. The plaza driveway approaches Bank Street from the south with two lanes, one left -turn lane and one right- turn lane. The eastbound Bank Street approach has a single lane while the westbound approach has an exclusive left -turn lane and a through lane. A sidewalk is present along the southern side ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 37 – of Bank Street, and a crosswalk connects to two corners at the southeast and southwest. Another crosswalk is present across Bank Street at the western leg of the intersection. The walk phases operate concurrently with the corresponding green phases. The traffic analysis supports modifying the signal timing at this intersection. Reducing the cycle length from 90 seconds to 60 seconds will maintain overall operations of LOS A and will significantly reduce 95 th percentile queues, especially for the eastbound approach (850+ feet to 300 feet). While safety will be enhanced, no significant operational improvements are realized at the Bank Street/Klarides Village signalized driveway. However, the westbound queu es will be reduced by 75% during the morning peak hour, and the eastbound queues can be reduced by approximately half. 6.2 Bank Street/Old Drive (west) Originally, VHB recommended adding a signal at the Bank Street/Old Drive (west) intersection. Upon development of a Walgreens, this intersection was upgraded. While the signal was added, our analysis has determined that the signal timing needs to be adjusted to accommodate the improvements proposed herein. This signalized intersection has a single westbound lane, one eastbound through lane, and one eastbound left- turn lane along Bank Street. The southbound Old Drive approach has a single approach and departure lane. A sidewalk exists along the southerly side of Bank Street and the easterly side of Old Drive. Pedestrian ramps are present at the eastern leg of the intersection , but no crosswalk has been marked. Pedestrian push buttons and signal heads are located at the northeast and southeast corners. The pedestrian signal phase operates concurrently with the Old Drive green phase. ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 38 – Modification of the signal timing at this intersection is recommended. A shorter cycle length (60 seconds, down from 90 seconds) will enhance operations from LOS F to LOS C and will significantly reduce queues at all approaches. An increase in the percentage of green time for the Bank Street eas t/west movements and a reduction of the Old Drive southbound green time will enhance operations. During the weekday afternoon peak hour, the Bank Street/Old Drive (west) intersection improves from LOS F to LOS C. The eastbound queues can be reduced by approximately 300 feet and the westbound queues by 350 feet. Morning peak-hour operations will remain unchanged; however, the westbound queues will be reduced by approximately 45 feet. 7.0 Mitigation Analysis The effects of these recommendations on LOS fo r the peak periods are summarized in Tables 9 through 12. ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 39 – TABLE 9 2031 L evel of Service/ Queuing Impacts of Recommendations Weekday Morning Peak Hour Signalized Intersections APPROACH NO BUILD WITH IMPROVEMENTS LOS QUEUE a LOS QUEUE Bank Street/River S treet/Franklin Street Eastbound ( Bank Street ) A 146 A 120 Westbound left/through (Bank Street ) C 190 B 154 Westbound right (Bank Street ) B 53 A 41 Northbound left (River Street ) C 102 C 110 Northbound through/right (River Street ) C 40 D 41 Southbound left (Franklin Street) C 63 C 69 Southbound through (Franklin Street) D 36 D 37 Southbound right (Franklin Street) B 39 C 47 Overall B — B — Bank Street/Old Drive (west) Eastbound left (Bank Street ) A 5 A 5 Eastbound through (Bank Street ) A 185 A 185 Westbound ( Bank Street ) B 173 A 128 Southbound (Old Drive) D 100 D 100 Overall A — A — Bank Street/Klarides Village Main Driveway Eastbound ( Bank Street ) A 362 A 362 Westbound left (Bank Street ) A 7 A 2 Westbound through (Bank Street ) A 76 A 21 Northbound left ( plaza driveway) D 46 D 46 Northbound right ( plaza driveway) B 27 B 27 Overall A — A — a 95 th percentile queue in feet ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 40 – TABLE 10 2031 L evel of Service/ Queuing Impacts of Recommendations Weekday Morning Peak Hour Unsignalized Intersections APPROACH NO BUILD WITH IMPROVEMENTS LOS QUEUE a LOS QUEUE Bank Street/ Old Drive (east) Eastbound left (Bank Street ) A 1 A 1 Bank Street/Church Street/Beecher Street Westbound left (Bank Street ) B 11 B 11 Northbound (Church Street ) D 55 — — Northbound left (Church Street ) — — D 11 Northbound right (Church Street ) — — C 31 Bank Street/ Klarides Village unsignalized driveway Westbound ( Bank Street ) A 8 A 8 Northbound ( plaza driveway ) C 25 C 25 a 95 th percentile queue in feet ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 41 – TAB LE 11 2031 L evel of Service/ Queuing Impacts of Recommendations Weekday Afternoon Peak Hour Signalized Intersections APPROACH NO BUILD WITH IMPROVEMENTS LOS QUEUE a LOS QUEUE Bank Street/River Street/Franklin Street Eastbound ( Bank Street ) C 326 C 337 Westbound left/through (Bank Street ) F 465 C 321 Westbound right (Bank Street ) C 166 B 127 Northbound left (River Street ) C 259 D 302 Northbound through/right (River Street ) D 141 D 143 Southbound left (Franklin Street) C 135 C 150 Southbound through (Franklin Street) C 65 D 70 Southbound right (Franklin Street) C 154 C 195 Overall E — C — Bank Street/Old Drive (west) Eastbound left (Bank Street ) A 18 A 7 Eastbound through (Bank Street ) B 479 A 184 Westbound ( Bank Street ) F 1083 D 728 Southbo und (Old Drive) D 111 C 83 Overall F — C — Bank Street/Klarides Village main driveway Eastbound ( Bank Street ) D 857 B 302 Westbound left (Bank Street ) A 5 A 3 Westbound through (Bank Street ) B 182 A 137 Northbound left ( plaza driveway) D 91 D 87 Northbound right ( plaza driveway) B 35 B 30 Overall C — A — a 95 th percentile queue in feet ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 42 – TABLE 12 2031 L evel of Service/ Queuing Impacts of Recommendations Weekday Afternoon Peak Hour Unsignalized Intersections APPROACH NO BUILD WITH IMPROVE MENTS LOS QUEUE a LOS QUEUE Bank Street/ Old Drive (east) Eastbound left (Bank Street ) C 2 C 2 Bank Street/Church Street/Beecher Street Westbound left (Bank Street ) B 30 B 32 Northbound (Church Street ) F 205 — — Northbound left (Church Street ) — — F 52 Northbound right (Church Street ) — — D 40 Bank Street/ Klarides Village unsignalized driveway Westbound ( Bank Street ) A 24 A 24 Northbound ( plaza driveway ) C 50 C 57 a 95 th percentile queue in feet The intersection of Bank Street/Franklin Street/River Street will experience an overall operational improvement from LOS E to LOS C during the afternoon peak hour. This is primarily due to improving the westbound through traffic. By providing additional time for this movement, the operations will improve from LOS F to LOS C during the afternoon peak hour. The afternoon queues at this approach have also been reduced by approximately 220 feet, and the morning queues also show improvement. During the weekday afternoon peak hour, the Bank Street/O ld Drive (west) intersection improves from LOS F to LOS C. The eastbound queues can be reduced by approximately 300 feet and the westbound queues by 350 feet. Morning peak-hour operations will remain unchanged; however, the westbound queues will be reduc ed by approximately 45 feet. While safety will be enhanced, no significant operational improvements are realized at the Bank Street/Klarides Village signalized driveway. However, the westbound queu es will be reduced by ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 43 – 75% during the morning peak hour, and the eastbound queues can be reduced by approximately half. The addition of a lane to the Church Street approach to Bank Street will allow motorists turning right to minimize delays associated with left-turning vehicles. This will reduce morning peak- hour queues by approximately 40 feet and afternoon peak-hour queues by nearly 150 feet. The two -lane configuration will yield afternoon operations of LOS D for right-turning vehicles, which is an improvement from the LOS F condition experienced by the single -lane approach. 8.0 Pedestrian Circulation Summary An important component of the project was to analyze pedestrian mobility and connectivity along the Route 67 corridor and its connection to downtown Seymour. An evaluation of pedestrian infrastructure was conducted on July 29, 2011 to identify pedestrian- related issues and connectivity gaps. The Seymour/Route 67 Site Analysis Summary is attached in the Appendix. The following is a summary of the findings and recommendations for pedestrian and streets cape enhancements. In general, the study area does not effectively provide for safe pedestrian mobility throughout. While a sidewalk network exists, many areas are in disrepair, crosswalks are not handicap compliant, and gaps exist in many areas making it unsafe for pedestrians to travel from Klarides V illage and points west to downtown Seymour. Sidewalk and crosswalk improvements have been made over the past few years but are site specific to development sites such as the new Walgreens . The primary challenge of connecting the Bank Street corridor to downtown Seymour is the Route 8 i nterchange that separates these two areas. Safety measures , physical improvements, and streetscape enhancements are needed in order to encourage pedestrian activity. There are many unique features including three parklet areas within the study area , which provide opportunit ies to create linkages and a safer and much more inviting experience for pedestrians. Additionally, the Tingue Dam fish bypass channel and park in downtown Seymour (currently under construction) , which will be accessed via Deforest Street , offers an additional ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 44 – pedestrian destination. This project will permit river access at the mouth of a new fish bypass channel in conjunction with park improvements and provide a unique recreational and educational experience along the Naugatuck River. Tingue Dam Fish Bypass and Park Currently Under Construction Tingue Dam Overlook Figures 12 and 13 graphically depict the pedestrian circulation gaps an d proposed improvements for Bank Street to downtown Seymour. The following summarizes the common issues and opportunities found within the study area. Americans With Disabilities Act ( ADA) Compliance Issues – The majority of c rosswalks need enhancements such as simply re painting the crosswalk or adding handicap ramps and/or tactile warning devices in order to comply with current ADA standards. Crosswalks are needed at each major commercial driveway curb cut or intersecting roadway. The intersection at O ld Drive West and Ba nk Street needs a painted crosswalk across Bank Street. Due to steep s lopes and right-of-way constraints , sidewalks are not feasible along the n ortherly side of Bank Street. Therefore, pedestrians are required to cross at this inters ection. While a tactile warning device is present, there is n o marked cross walk. ROUTE 67 BANK STREET MARTHA STREET FRANKLIN STREET CHURCH STREET BEECHER STREET KLARIDES VILLAGE DRIVE SWAN AVENUE JOHNSON AVENUE ROUTE 67 BANK STREET MARTHA STREET FRANKLIN STREET CHURCH STREET BEECHER STREET KLARIDES VILLAGE DRIVE SWAN AVENUE JOHNSON AVENUE 1 2 RIMMON STREET RIMMON STREET WALGREENS WALGREENS OLD DRIVE ONE-WAYONE-WAY OLD DRIVE RIVER STREET RIVER STREET LITTLE RIVERLITTLE RIVER  99 Realty Drive Cheshire, Connecticut 06410 (203) 271-1773 Fax (203) 272-9733 www.miloneandmacbroom.com REPLACE EXISTING RETAINING WALL ADD PEDESTRIAN BRIDGE OVER ”LITTLE RIVER” ADD PEDESTRIAN ENHANCEMENTS TO INTERSECTION WIDEN SIDEWALK ALONG ROUTE 67 TO 5′ WIDE MIN. CLOSE JOHNSON STREET/ EMERGENCY ACCESS ONLY REPLACE SIDEWALK & ADD ORNAMENTAL RAILING AT BACK OF WALK RECONFIGURE & NARROW INTERSECTION SEYMOUR, CONNECTICUT FEBRUARY 2014 VALLEY COUNCIL OF GOVERNMENTS ROUTE 67 (BANK STREET) CORRIDOR IMPROVEMENTS DOWNTOWN AREA & ROUTE 67 WEST TO KLARIDES VILLAGE PROPOSED PEDESTRIAN CIRCULATION – PROJECT CORRIDOR 1 2 SIDEWALK & CURB REPLACEMENT • ELIMINATE GRASS STRIP IF PRESENT ADA & CROSSWALK ENHANCEMENTS • ADD OR REPAINT CROSSWALKS • ADD HANDICAP RAMP & TACTILE WARNING DEVICE RELOCATE GUIDERAIL TO BACK SIDE OF SIDEWALK • CONSIDER UPGRADING DETERIORATED CHAIN LINK FENCE WITH ORNAMENTAL STEEL PICKET FENCE LANDSCAPING OPPORTUNITY INTERSECTION IMPROVEMENTS PARKLET OPPORTUNITY CONCEPT SKETCH PROVIDED (SEE REPORT) OPPORTUNITY FOR PEDESTRIAN LINK TO SITE AMENITY • STATE OF CT DEEP TINGUE DAM BY-PASS CHANNEL & PARK PROJECT CONSTRUCTION SCHEDULED FOR 2012-2013 PROPOSED SIDEWALK LEGEND MATCHLINE SHEET FIGURE 2 OF 2 FIGURE 12 EXISTING ON-STREET PARKING EXISTING SIDEWALK TO REMAIN NARROW ROAD & SHIFT SIDEWALK AWAY FROM STEEP SLOPE ROUTE 8 ROUTE 8 BROAD STREET MAIN STREET MAIN STREET WAKLEY STREET RIVER STREET DEFOREST STREET 1ST STREET ROUTE 8 ROUTE 8 BROAD STREET MAIN STREET MAIN STREET WAKLEY STREET RIVER STREET DEFOREST STREET 1ST STREET  99 Realty Drive Cheshire, Connecticut 06410 (203) 271-1773 Fax (203) 272-9733 www.miloneandmacbroom.com REPLACE EXISTING SIDEWALK W/10′ WIDE MULTI – USE TRAIL & ADD PROPOSED IMPROVEMENTS, LIGHTS, BENCHES, ETC. CREATE PEDESTRIAN CONNECTION TO TINGUE DAM 2012 BROAD STREET PARK RENOVATIONS PAINT BRIDGE RAILING BLACK &ADD PEDESTRIAN LIGHTING CREATE PEDESTRIAN FRIENDLY EXPERIENCE UNDER ROUTE 8 SEYMOUR, CONNECTICUT FEBRUARY 2014 VALLEY COUNCIL OF GOVERNMENTS ROUTE 67 (BANK STREET) CORRIDOR IMPROVEMENTS DOWNTOWN AREA & ROUTE 67 WEST TO KLARIDES VILLAGE PROPOSED PEDESTRIAN CIRCULATION – DOWNTOWN MATCHLINE SHEET FIGURE 1 OF 2 FIGURE 13 EXISTING SIDEWALK TO REMAIN 1 2 SIDEWALK & CURB REPLACEMENT • ELIMINATE GRASS STRIP IF PRESENT ADA & CROSSWALK ENHANCEMENTS • ADD OR REPAINT CROSSWALKS • ADD HANDICAP RAMP & TACTILE WARNING DEVICE RELOCATE GUIDERAIL TO BACK SIDE OF SIDEWALK • CONSIDER UPGRADING DETERIORATED CHAIN LINK FENCE WITH ORNAMENTAL STEEL PICKET FENCE LANDSCAPING OPPORTUNITY INTERSECTION IMPROVEMENTS PARKLET OPPORTUNITY CONCEPT SKETCH PROVIDED (SEE REPORT) PROPOSED SIDEWALK LEGEND EXISTING SIDEWALK TO REMAIN OPPORTUNITY FOR PEDESTRIAN LINK TO SITE AMENITY •STATE OF CT DEEP TINGUE DAM BY-PASS CHANNEL & PARK PROJECT CONSTRUCTION SCHEDULED FOR 2012-2013 TINGUE DAM PROJECT (SEE LEGEND) ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 47 – Sidewalk and Streetscape Enhancements – Sidewalk and streetscape enhancements should be considered along the Bank Street corridor and downtown Seymour for pedestrian safety and for creating an aesthetically pleasing experience for all modes of travel . It should also be noted that the introduction of certa in streetscape improvements has been proven to affect traffic calming. A sidewalk network exists along Bank Street; however, there are areas where the concrete is broken, mulch and landscaping debris are present o n the walkway, and vegetation overburden impacts useable sidewalk widths . Therefore, these sidewalks should be addressed . The decision to replace curbin g should be evaluated on a case- by-case basis. The downtown sidewalk network is generally in better condition than that of Bank Street. However, the sidewalks that provide the connection to downtown by way of Bank Street and River Street are also in disrepair and will require improvements. Currently, these sidewalks are unsafe and in some instances are poorly illuminated, adversely affecting safe pedestrian mobility. T he following treatments/improvements are recommended: • Replace all concrete walks along Bank Street and ” as needed” in the downtown area with the exception of the new walk along the frontage of Walgreens. • Replace curbing (granite, cost permitting, and on a case-by-case basis ). • Add decorative pedestrian -level lightin g where feasible and appropriate. ( Illumination below the Route 8 overpass may be deemed critical .) • Add trees and shrubs where feasible and appropriate. • Extend landscape treatments along the slope on Bank Street between Walgreens and Martha Street – s ee images below . ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 48 – Streetscape enhancements should be consistent throughout the study area. This will create a sense of place and character that the Bank Street corridor currently does not have, encourage more pedestrian use, and assist in traffic calming. 8.1 Unique Opportunities A prominent downtown feature and natural resource to the town of Seymour is the Naugatuck River. The Naugatuck River and its tributaries provide recreational opportunities and destinations throughout the study area. There are two locations along Bank Street and one location in downtown Seymour that utilize the Naugatuck River and its tributary a s scenic recreational refuges. The first is located at the intersection of River Street, Franklin Street, and Bank Street. A small parklet exists at the south east corner of the intersection that overlooks the river. Along with roadway improvements, this area can be enhanced by adding more recreational space and updating the park area to become more inviting (s ee Conceptual Illustration #2). A second parklet opportunity is located along Old Drive East. This parklet is accessed by the sidewalk/trail that loops around the river bend and connects back to Bank Street along Old Drive West. There are serious safety concerns along thi s loop. The timber railings are unstable and do not meet current code requirements,  99 Realty DriveCheshire, Connecticut 06410 (203) 271-1773 Fax (203) 272-9733 www.miloneandmacbroom.com SEYMOUR, CONNECTICUT FEBRUARY 2014 VALLEY COUNCIL OF GOVERNMENTS ROUTE 67 (BANK STREET) SPOT IMPROVEMENTS CONCEPTUAL ILLUSTRATION #2 FRANKLIN ST. RIVER ST. ROUTE 67 (BANK STREET) ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 50 – and the trail itself is set so close to the drop-off of the embankment that it creates a potential serious liability . Since Old Drive East is now a one- way street, the roadway may be narrowed , moving this path away from the steep drop- off and replacing the railings. The third parklet is located in the downtown area at the corner of River Street and Broad Street. This parklet overlooks the Tingue Dam from the west. In 2012, renovations of the Broad Street park were initiated providing a 500-foot brick walkway, benches overlooking the dam and Naugatuck River water falls, and lighting for safety. With the se improvements, this parklet furt her enhances the downtown Seymour experience and enjoyment of the river. Lastly, the Tingue Dam fish bypass and associated park feature currently being constructed will create a recreational park area in downtown Seymour that overlooks the dam. This is e xpected to bring visitors and create a sense of place in the downtown. 9.0 Other Corridor Improvement Project s In addition to the projects mentioned above that are being pursued within or adjacent to the limits of this study, recently, the CT DOT advertised and received bids for the Rehabilitation of Bridge No. 01061 Route 67 O ver Little River (CTDOT Project No. 124-167). This structure crossing is immediately west of Old Drive East and the Walgreens signalized intersection . As indicated in the inspectio n reports for this structure, the bridge has been given a poor rating given the condition of the existing superstructure. The proposed rehabilitation will include: – Replacement of the expansion joints at both abutments – Replacement of the concrete- filled steel grid sidewalk and cantilevered sidewalk stringers – Painting of the exposed structural steel and steel members along the walkway – Repairs to the deteriorated concrete surfaces on the superstructure and substructure The replacement of the cantilevered walk and pedestrian railing will slightly narrow the width of the walkway from 7’-0″ clear to 6 ‘- 5 3/8 “. The existing water main, which is hung underneath the ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 51 – sidewalk, will also be replaced as part of that project. While the sidewalk replacement maintains the current pedestrian access across the bridge, given the width of the bridge and the location of the through -girder/steel parapet in relation to the minimum Route 67 lane geometry, the bridge superstructure, unless replaced and widened, currently cannot support a widened shoulder or wider sidewalk , which would allow for a shared-use path or on-street bicycle continuity. Also, the existing lane configuration and limited shoulder widths west of this bridge also limit on -road bicycle continuity. Based upon a cursory review of the structure drawings, it appears that a similar cantilevered sidewalk could be constructed on the north/upstream side of the bridge. While on- street bicycle opportunities to the west are limited, as discussed earlier in this report, there are opportunities to establish bicycle connections between the residential areas served by Old Drive /Rimmon Road and the Bank Street and larger downtown Seymour area. 10.0 Summary As outlined within this report, some of the original recommendations by VHB have been implemented , and our recent analysis will help advance the implementation of the remaining recommendations. Several design alternatives have been presented within this report, some more challenging than others. Attached in the Appendix of this report are preliminary cost opinions for each of the preferred alternatives, summarized individually and collectively for funding purposes. The amounts have been adjusted for inflation assuming a construction year of 2019. Similar to most munic ipal downtown centers, the options outlined to improve traffic and safety along the corridor must also consider the impacts to and the needs of the adjacent residences and businesses, future redevelopment, and other interested or affected stakeholders. Al so, while streetscape enhancements may have to be phased, attempts should be made to incorporate these improvements into each stand -alone project as it is advanced. This report has highlighted the issues and opportunities to not only improve the traffi c operations but also the pedestrian circulation network that connects Route 67 (Bank Street) to the adjacent nei ghborhoods, Seymour ‘s downtown area, and nearby riverfront resources. Using the ROUTE 67 (BANK STREET ) SPOT IMPROVEMENTS PRELIMINARY ENGINEERING REPORT FEBRUARY 2014 (REVISED MARCH 2016) PAGE – 52 – information provided herein, the VCOG and Town of Seymour will be able to develop priorities within the corridor, identify available funding sources to implement the improvements, and integrate these improvements with current and fut ure redevelopment initiatives. 3211 -02 -4- mr1516 -rpt Preliminary Opinion of Costs – Preferred Alternatives Valley Council of Governments Preliminary Opinion of Costs – Preferred Alternates Route 67 (Bank Street) Spot Improvements Seymour, CT State Project No. 124-165 February 2014 Improvement Location (see attached for specific breakdown) Cost Johnson Street Access Termination 52,280.00 $ Klarides Plaza Entrance 26,785.00 $ Church St. / Beecher St. Realignment 149,400.00 $ Route 67 – Old Drive to River St. Int. 734,330.00 $ Southeast corner of Bank/River St. Int. 148,235.00 $ River St. (SR 313) Widening – inc. bridge 726,250.00 $ subtotal 1,837,280.00 $ Traffic Items 3% 55,118.40 $ Minor Items 25% 459,320.00 $ subtotal 2,351,718.40 $ Inflation (4%/year) 2019 Construction 509,506.62 $ subtotal 2,861,225.02 $ Contingencies (<$5,000,000 : 10%) 286,122.50 $ Incidentals ($1-5million : 25%) 715,306.25 $ Utilities (Estimated) 100,000.00 $ Total Construction Cost 3,962,653.77 $ Total Cost Federal (80%) State (10%) Town (10%) Total Cost Opinion (Rounded) 3,970,000.00 $ 3,176,000$ 397,000$ 397,000$ Clearing & Grubbing, M&PT, Trafficperson, Mobilization & Construction Staking included in each location cost Pedestrian Opportunities and Constraints – Bank Street to Downtown Seymour Synchro Output Files Summary of Adjacent Property Owners Location Property Owner (N/F) Bank Street #80 PASJ, LLC #82-84 Dongs Realty of Seymour, LLC #98 Town of Seymour #100 Trust Realty Corp. #79-101 Doris M. Tkacz Living Trust #111-113 Richard Sobotka #115 Elaine Larsen #117-119 Fatima C. Silva #123-125 Ronald E. & Lucretia M. Kurtz #127 Leonard Remetta, Sr. #144 Lots 70A&70B Associates, LLC #145 MJBANK, LLC #200 State of Connecticut (Fisheries) #225 RAB I, LLC #235 McDonald's Corporation #240 Stanley G. Ostaszeski #246 Swan Avenue Associates, LLC #249 TD BankNorth, N.A. #252 NAMO, LLC #253-255 Paul Filipowich (III), et al #256 Seymour-Oxford Nursery & Child #260 Carl J. (III) & Patricia K. Miller #277 Klarides Family Associates, LLC Beecher Street #23-24 Gina Affinito #25 Joseph Cavanaugh Church Street #20 Russian American Citizens Club #22 Ronald J. Fredericks Franklin Street #7-9 Dongs Realty of Seymour, LLC #10 Town of Seymour Johnson Avenue #10 Stanley M. Meholik, Jr., et al Martha Street #7 Robert E. Simpson Old Drive #20 Guy E. & Gale E. Greco River Street #109 Housatonic Wire Company Drawings – Rehabilitation of Bridge No. 01061 – Route 67 O ver Little River DA M E 509700 L ITTLE R IV E R CONCRETE NOTES QUANTITY INSPECTION OF FIELD WELDS CONCRETE DISTRIBUTION NOTICE TO BRIDGE INSPECTORS COMPONENT OR DETAIL STRUCTURAL SHEET REFERENCE ELEVATION SCALE: ˆ" = 1'-0" SCALE: ˆ" = 1'-0" REHABILITATION OF BRIDGE NO. 01061 ROUTE 67 OVER LITTLE RIVER SEYMOUR 124-167 GENERAL PLAN & RRC NO. 01061 EXISTING BRIDGE WETLAND LIMIT BOTTOM RIVER 40 '-7" CURB -TO-CURB (TYP.) EXISTING FOOTINGS 15 +00 16+00 17+00 SLAB (TYP.) EXISTING APPROACH DEH GIRDERS EXISTING OLD DRIVE } CONSTRUCTION RTE 67 – BANK STREET S-02 03.02 TOTAL FOOTINGS SUBSTRUCTURE SUPERSTRUCTURE C.Y. C.Y. C.Y. C.Y. L B STA. 17+15 NO. 124-167 STATE PROJECT END L EDGE OF WATER WETLAND LIMIT & APPROX. HWY LINE APPROX. HWY LINE APPROX. HWY LINE PROPERTY LINE ELEVATION SYSTEM (TYP.) EXPANSION JOINT PROPOSED SILICONE – – – – & STRINGERS PROPOSED SIDEWALK DECK – – 20 0 SIDEWALK EXISTING BITUMINOUS SIDEWALK EXISTING CONCRETE 106'-0" {-{ BEARINGS (TYP.) BITUMINOUS OVERLAY LIMITS OF PROPOSED EL = 134.19' LOW CHORD DESIGN FREQUENCEY (YR) DESIGN DISCHARGE (CFS) DRAINAGE AREA (SQ. MI.) UPSTREAM DESIGN WATER SURFACE ELEV. (FT) DOWNSTREAM DESIGN WATER SURFACE ELEV. (FT) MAXIMUM SCOUR ELEVATION (FT) 15.5 100 135.38 2270 134.32 ON ROCK HYDRAULIC DATA 128.5 AVG. DAILY FLOW ELEV. (FT) OBSERVED JUNE, 2009 WATER EDGE OF ABUT. 1 { BRG. WW 1A EXISTING WW 2A EXISTING SIDEWALK CONCRETE PROPOSED WW 1B EXISTING WW 2B EXISTING WATER EDGE OF LIMIT WETLAND WW 1B EXISTING ABUT. 1 { BRG. ABUT. 2 { BRG. WW 2B EXISTING (DOWNSTREAM) EL = 130.95' DESIGN STORM 2-YR TEMPORARY (APPROXIMATE MAXIMUM ESTIMATED VALUES) MEMBER WEIGHT SHIPPING WIDTH SHIPPING LENGTH SHIPPING 60'-0" 1,900 lbs 0'-8" HEIGHT SHIPPING TRANSPORTATION DATA STRINGER SIDEWALK 0'-8" 11 31 TELEPHONE PVC UTILITY DUCTS TEMPORARILY SUPPORT 12 EA. DESIGNER/DRAFTER: CHECKED BY: PROJECT TITLE: TOWN: DRAWING TITLE: PROJECT NO. DRAWING NO. SHEET NO. Filename: SHEET NO. REVISION DESCRIPTION DATE REV. DEPARTMENT OF TRANSPORTATION STATE OF CONNECTICUT OF WORK WHICH WILL BE REQUIRED.THE CONDITIONS OF ACTUAL QUANTITIES IN NO WAY WARRANTED TO INDICATE INVESTIGATIONS BY THE STATE AND ISSHEETS IS BASED ON LIMITED QUANTITIES OF WORK, SHOWN ON THESE THE INFORMATION, INCLUDING ESTIMATED SCALE AS NOTED 9/9/2013 BLOCK: SIGNATURE/ …SB_Br01061_S_02_GenPlan.dgn Plotted Date: CONNECTICUT DEPARTMENTOFTRANSPORTATION EL. = 134.32' 100-YR FLOOD EL. = 134.32' 100-YR FLOOD EL. = 134.32' 100-YR FLOOD SIDEWALK PROPOSED CONCRETE EL. = 134.32' 100-YR FLOOD REPLACE SIDEWALK & WATER UTILITY EL = 134.32' 100-YR FLOOD GENERAL NOTES Fy = 50,000 psi Fy = 75,000 psi Fy = 60,000 psi BASED ON f'c = 4,000 psi BASED ON f'c = 3,000 psi BASED ON f'c = 3,000 psi WORK AFFECTING PIPES, CABLES, OR UTILITIES. BY THE CONTRACTOR. ALL UTILITY COMPANIES SHALL BE NOTIFIED 30 DAYS PRIOR TO ANY OTHER UTILITIES ARE SHOWN. THE ACTUAL LOCATION OF UTILITIES SHALL BE DET ERMINED BE EXACT, NOR IS IT WARRANTED THAT ALL UNDERGROUND PIPES, CABLES, CONDUI TS, OR UTILITIES: THE LOCATION OF EXISTING UNDERGROUND UTILITIES ARE NOT WARRA NTED TO ALSO BE SUBMITTED FOR THE REFERENCE BY THE REVIEWER. FIELD MEASUREMENTS ARE SUBMITTED FOR APPROVAL, THE FIELD MEASUREMENTS SH ALL ASSUME FULL RESPONSIBILITY FOR THEIR ACCURACY. WHEN SHOP DRAWINGS BASED ON MEASUREMENTS NECESSARY TO ASSURE PROPER FIT OF THE FINISHED WORK AND SHA LL DRAWINGS AND ARE NOT GUARANTEED. THE CONTRACTOR SHALL TAKE ALL FIELD ARE FOR GENERAL REFERENCE ONLY. THEY HAVE BEEN TAKEN FROM THE ORIGINAL D ESIGN EXISTING DIMENSIONS: DIMENSIONS OF THE EXISTING STRUCTURE SHOWN ON THES E PLANS OMITTED DIGITS SHALL BE ASSUMED TO BE ZEROS. DIMENSIONS: WHEN DIMENSIONS ARE GIVEN TO LESS THAN THREE DECIMAL PLACES , THE POSSIBLE. 595. FINAL PAINT COLOR OF THE TOP COAT TO MATCH EXISTING AS CLOSELY AS THE TOPCOAT MATERIAL ON THE STRUCTURAL STEEL SHALL CONFORM TO FEDERAL ST ANDARD SPECIAL PROVISION FOR THE ITEM "STRUCTURAL STEEL – MISCELLANEOUS." THE C OLOR OF STRUCTURE." PAINT FOR NEW STEEL SHALL CONFORM TO THE REQUIREMENTS OF THE SPECIAL PROVISION FOR THE ITEM "ABRASIVE BLAST CLEANING AND FIELD PAINTI NG OF PAINT: PAINT FOR EXISTING STEEL SHALL CONFORM TO THE REQUIREMENTS OF TH E STRUCTURAL STEEL: SEE STRUCTURAL STEEL NOTES FOR DESIGNATIONS AND REQUI REMENTS. FUTURE PAVING ALLOWANCE: NONE LIVE LOAD: AASHTO HL-93 (AASHTO M270, GRADE 50)…………………… STRUCTURAL STEEL WELDED WIRE FABRIC (ASTM A185)………. (ASTM A615 GRADE 60)………………………. REINFORCEMENT CLASS 'F' CONCRETE……………………………. CLASS 'C' CONCRETE……………………………. CLASS 'A' CONCRETE……………………………. ALLOWABLE DESIGN STRESSES: BRIDGE DESIGN MANUAL (2003). UNITS 2012, AS SUPPLEMENTED BY THE CONNECTICUT DEPARTMENT OF TRANSPORTAT ION DESIGN SPECIFICATIONS: AASHTO LRFD BRIDGE DESIGN SPECIFICATIONS, CUSTOM ARY SUPPLEMENTAL SPECIFICATION DATED JANUARY 2013 AND SPECIAL PROVISIONS. SPECIFICATIONS: CONNECTICUT DEPARTMENT OF TRANSPORTATION FORM 816 (200 4), GENERAL PLAN 30' CHAIN LINK FENCE REMOVE AND RESET 30' CHAIN LINK FENCE REMOVE AND RESET (PEDESTRIAN RAIL) PROPOSED OPEN BRIDGE RAIL SEE UTILITY PLANS 12" WATER UTILITY REMOVE AND REPLACE STA. 15+25 MATCH EXISTING CONCRETE SIDEWALK SAWCUT EXISTING EVENT IS FORECASTED IF A STORM GREATER THAN THE 2-YR THE DEBRIS SHIELD SHALL BE REMOVED ABOVE 2-YR DESIGN STORM ELEVATION. TEMPORARY DEBRIS SHIELD PLACED AND EVALUATION. FOR BRIDGE INSPECTION, UNLESS OTHERWISE DIRECTED BY THE MANAGER OF BRIDG E SAFETY INSPECTION OF THIS STRUCTURE SHALL BE IN ACCORDANCE WITH THE GOVERNING M ANUALS INSPECTION OF ANY OTHER COMPONENT OF THE STRUCTURE.) THE FREQUENCY OF SPECIFIC ATTENTION SHALL NOT BE CONSTRUED TO REDUCE THE IMPORTANCE OF FOLLOWING SPECIAL COMPONENTS AND DETAILS. (THE LISTING FOR COMPONENTS F OR MANUALS FOR BRIDGE INSPECTION. ATTENTION MUST BE GIVEN TO INSPECTING THE FOR, BUT NOT LIMITED TO, ALL APPROPRIATE COMPONENTS INDICATED IN THE GOV ERNING THE DEPARTMENT'S BRIDGE SAFETY PROCEDURES REQUIRE THIS BRIDGE TO BE INSP ECTED RADIOGRAPHIC MAGNETIC PARTICLE ULTRASONIC METHODS INCH FEET INCH UNIT 44 ABUT. 2 { BRG. STA. 17+10 MATCH EXISTING CONCRETE PAVEMENT SAWCUT BITUMINOUS OF PROPANE TANKS APPROXIMATE LOCATION WILL NOT BE PERMITTED WITHOUT THE PRIOR APPROVAL OF THE ENGINEER. CONSTRUCTION JOINTS: CONSTRUCTION JOINTS, OTHER THAN THOSE SHOWN ON THE PLANS, ELASTOMER SHALL BE INCLUDED IN THE COST OF THE ITEM "CLASS 'F' CONCRETE. " CLOSED CELL ELASTOMER: THE COST OF FURNISHING AND INSTALLING CLOSED CEL L OTHERWISE. REINFORCEMENT: ALL REINFORCEMENT SHALL BE ASTM A615 GRADE 60 UNLESS NOTE D DIMENSIONED OTHERWISE. CONCRETE COVER: ALL REINFORCEMENT SHALL HAVE TWO INCHES COVER UNLESS DIMENSIONED OTHERWISE. EXPOSED EDGES: EXPOSED EDGES OF CONCRETE SHALL BE BEVELED 1"x1" UNLESS AND REBUILT PORTIONS OF APPROACH SLABS AND BRIDGE DECK. CLASS 'F' CONCRETE: CLASS 'F' CONCRETE SHALL BE USED FOR SIDEWALK DECK ON BRIDGE AT APPROACHES TO BRIDGE. (HIGHWAY ITEM) CLASS 'C' CONCRETE: CLASS 'C' CONCRETE SHALL BE USED FOR CONCRETE SIDEW ALK CLASS 'A' CONCRETE: CLASS 'A' CONCRETE SHALL BE USED FOR ABUTMENT BACKW ALLS. 106'-0" { BEARINGS AD27 CO ORDINATE GRID CO NNECTICUT B STA. 14+80 NO. 124-167 STATE PROJECT BEGIN WATER EDGE OF LIMIT WETLAND LEASE LINE APPROXIMATE – – – – – – – – – – – – – – – – – – – – – – – – REHABILITATION OF BRIDGE NO. 01061 ROUTE 67 OVER LITTLE RIVER SEYMOUR RRC FRAMING PLAN & TYPICAL SECTIONS 124-167 SCALE: ‘" = 1'-0" FRAMING PLAN SCALE: ‚" = 1'-0" SCALE: ‚" = 1'-0" 15 +00 16+00 21'-11‚" 22'-2‚" C BRIDGEL 22'-2‚" C BRIDGEL 21'-11‚" EXISTING FLOORBEAMS { GIRDER { GIRDER SCALE: ‚" = 1'-0" SCALE: ‚" = 1'-0" AT UTILITY BRACKET EXISTING TYPICAL SECTION AT UTILITY BRACKET PROPOSED TYPICAL SECTION AT SIDEWALK SUPPORT PROPOSED TYPICAL SECTION AT SIDEWALK SUPPORT EXISTING TYPICAL SECTION CLEANED AND PAINTED SUPPORT TO BE EXISTING SIDEWALK DEH S-04 03.04 2'-6" 6'-5…" CLR. 7'-0" CLR. 8'-4" (TYP.) EXISTING FLOORBEAM (TYP.) EXISTING DIAPHRAGM (TYP.) EXISTING END DIAPHRAGM 3'-11 " 3'-10 " (TYP.) { EXISTING GIRDER 7'-10" FRAMING END OF SIDEWALK STEEL DETAILS SHEET SEE MISCELLANEOUS STEEL DETAILS SHEET SEE MISCELLANEOUS 3'-6" TOP OF HAND RAIL TOP OF DECK TO FILLED STEEL GRID DECK TO REMAIN (WOVEN GLASS FABRIC) ON 5" CONCRETE SURFACE ON MEMBRANE WATERPROOFING EXISTING BITUMINOUS CONCRETE WEARING FILLED STEEL GRID DECK TO REMAIN (WOVEN GLASS FABRIC) ON 5" CONCRETE SURFACE ON MEMBRANE WATERPROOFING EXISTING BITUMINOUS CONCRETE WEARING TO REMAIN EXISTING GIRDER FINISH OVERLAY WITH AGGREGATE PROPOSED THIN POLYMER (FOR PEDESTRIAN LOADS ONLY) FILLED STEEL GRID DECK PROPOSED 2" CONC. FLUSH TOP OF HAND RAIL TOP OF DECK TO REPLACE UTILITY BRACKETS 22 SPA.@5'-0" = 110'-0" 2. 1. AND REPLACED & HANGERS TO BE REMOVED EXISTING 12" WATER UTILITY 106'-0" {-{ BEARINGS ABUT. 1 { BRG. ABUT. 2 { BRG. (TYP.) SUPPORT TO REMAIN EXISTING SIDEWALK PAINTING, AND RECONSTRUCTION OF THE SIDEWALK IS REQUIRED. SUPPORT UTILITIES BUT ADEQUATE SPACE TO FACILITATE CLEANING, EXISTING SIDEWALK SUPPORTS MAY BE USED TO TEMPORARILY "TEMPORARY SUPPORT OF UTILITIES." CONSTRUCTION. THIS WORK SHALL BE PAID FOR UNDER THE ITEM TELEPHONE CONDUITS SHALL BE TEMPORARILY SUPPORTED DURING DESIGNER/DRAFTER: CHECKED BY: PROJECT TITLE: TOWN: DRAWING TITLE: PROJECT NO. DRAWING NO. SHEET NO. Filename: SHEET NO. REVISION DESCRIPTION DATE REV. DEPARTMENT OF TRANSPORTATION STATE OF CONNECTICUT OF WORK WHICH WILL BE REQUIRED.THE CONDITIONS OF ACTUAL QUANTITIES IN NO WAY WARRANTED TO INDICATE INVESTIGATIONS BY THE STATE AND ISSHEETS IS BASED ON LIMITED QUANTITIES OF WORK, SHOWN ON THESE THE INFORMATION, INCLUDING ESTIMATED SCALE AS NOTED 9/9/2013 BLOCK: SIGNATURE/ …SB_Br01061_S_04_Framing.dgn Plotted Date: CONNECTICUT DEPARTMENTOFTRANSPORTATION GIRDER { THROUGH TO REMAIN EXISTING L4x4x…" REMOVED & REPLACED RAILING TO BE EXISTING PEDESTRIAN { BEARING 7'-3" 119'-9" {-{ BEARINGS – PROPOSED W8x31 FASCIA STRINGER 113'-2†" {-{ BEARINGS – PROPOSED W8x31 CENTER STRINGER (TYP.) UTILITY BRACKET UTILITY & HANGERS PROPOSED 12" WATER 3'-6" SEE RAILING DETAILS SHEET PROPOSED PEDESTRIAN RAIL REMOVED & REPLACED BRACKETS TO BE EXISTING UTILITY „"/FT „"/FT „"/FT „"/FT STRINGERS TO BE REPLACED EXISTING SIDEWALK DECK AND TO BE REMOVED SIDEWALK CHANNEL EXISTING L7x4x…" AND SPLICE LOCATION { SOUTH THRU-GIRDER SIDEWALK SIDE ONLY BE CLEANED AND PAINTED EXISTING THRU-GIRDER TO { THRU-GIRDER NOTES: TEMPORARY SUPPORT OF UTILITIES: PAINTING NOTES: STRUCTURAL STEEL NOTES: 3. 2. 1. SHALL BE IN ACCORDANCE WITH UTILITY PLANS. CONSTRUCTION. BYPASS AND RECONSTRUCTION OF WATER UTILITY THE WATER UTLITY SHALL BE REMOVED FOR THE DURATION OF "2" STEEL GRID FOR BRIDGE SIDEWALK". THE THIN POLYMER OVERLAY SHALL BE PAID FOR UNDER THE ITEM MANUFACTURER'S RECOMMENDATIONS. THE THIN POLYMER OVERLAY SHALL BE APPLIED IN ACCORDANCE WITH TEMPORARILY SUPPORTED PVC UTILITY DUCTS TO BE EXISTING 12 EA. TELEPHONE UTILITY DUCTS 12 EA. TELEPHONE PVC TEMPORARILY SUPPORT WELDED, OR TACK WELDED TO THE BOTTOM FLANGES. NO ATTACHMENTS, EXCEPT AS SHOWN ON THE PLANS, SHALL BE FILLET WELDED, PL UG 9. ALL LENGTHS SHOWN ON THE PLANS ARE HORIZONTAL. 8. OF ALL STRUCTURAL ELEMENTS UNTIL THE TOTAL STRUCTURE IS IN BEING. THE CONTRACTOR SHALL TAKE THE PROPER PRECAUTIONS TO ENSURE THE STABILITY 7. ALL BRIDGE STRUCTURES OTHER THAN UNSPLICED ROLLED BEAM BRIDGES. CATEGORY MBr: CONTROL PROGRAM AS NOTED BELOW: THE STRUCTURAL STEEL FABRICATORS SHALL BE CERTIFIED UNDER THE AISC QUALI TY 6. ENDS OF BEAMS SHALL BE VERTICAL AFTER THE APPLICATION OF FULL DEAD LOADS . 5. OF DESIGN, SHALL BE AT NO ADDITIONAL EXPENSE TO THE STATE. AND APPROVED BY THE ENGINEER. THE COST OF THESE SPLICES, INCLUDING THE C OST THE SHOP PLANS. IF ALLOWED, THESE SPLICES SHALL BE DESIGNED BY THE CONTR ACTOR EXCEPT WITH THE WRITTEN PERMISSION OF THE ENGINEER PRIOR TO THE SUBMISSI ON OF FIELD SPLICES, OTHER THAN THOSE SHOWN ON THE PLANS, WILL NOT BE ALLOWED 4. ON THE PLANS. ANSI/AASHTO/AWS D1.5-(CURRENT) – BRIDGE WELDING CODE, UNLESS OTHERWISE NOTED WELDING DETAILS, PROCEDURES, AND TESTING METHODS SHALL CONFORM TO THE 3. FIELD WITH A GALVANIZING COMPOUND IN ACCORDANCE WITH THE SPECIAL PROVISI ONS. OR TREATED PRIOR TO GALVANIZING. SPLICE LOCATIONS SHALL BE TOUCHED UP IN THE ASTM A123. THE TOP FLANGE OF STRINGERS AND SPLICE LOCATIONS SHALL BE MAS KED ALL STRUCTURAL STEEL SHALL BE HOT-DIP GALVANIZED IN ACCORDANCE WITH 2. STRUCTURAL STEEL (LOW ALLOY) SHALL CONFORM TO AASHTO M270, GRADE 50 T2 . 1. ALL SURFACES OF SIDEWALK CANTILEVER SUPPORTS. B. ON DRAWING NO. S-07 ALL STIFFENERS. SEE "TYPICAL SIDEWALK AT FLOORBEAM" SECTION SIDEWALK CANTILEVER SUPPORTS TO THE TOP FLANGE, INCLUDING THE SOUTH SIDE OF THE SOUTH THRU-GIRDER FROM THE TOP OF A. PAINTING LIMITS ARE AS FOLLOWS: 4. AND CHOSEN TO MATCH EXISTING PAINT AS CLOSELY AS POSSIBLE. FINAL PAINT COLOR SHALL CONFORM TO FEDERAL STANDARD 595, 3. – "LEAD HEALTH PROTECTION PROGRAM (LHPP)" DEBRIS" "CLASS 1 CONTAINMENT AND COLLECTION OF SURFACE PREPARATION – (SITE NO. 1)" "ABRASIVE BLAST CLEANING AND FIELD PAINTING OF STRUCTURES – FOR PROCEDURES AND SUBMITTALS OF: SUPERSTRUCTURE PAINT MAY CONTAIN LEAD. SEE SPECIAL PROVISIONS CONTRACTOR'S ATTENTION IS CALLED TO THE FACT THAT EXISTING 2. DIRECTED BY THE ENGINEER. ALL WORK SHOWN ON THIS DRAWING SHALL BE PERFORMED WHERE 1. AND PAINTED TO REMAIN AND BE CLEANED EXISTING SIDEWALK SUPPORT Bridge Inspection Report Structure No. 01 585 – Route 313 (River Street ) Over Little River Public Involvement Stakeholder and Public Information Meeting Reports and Correspondence Miloneand Mac Broom.com Report of Meeting A public information meeting to discuss the Route 67 (Bank Street) Spot Improvements was held on October 19, 2015 to offer an opportunity for public comment and to discuss the information compiled and presented in the Preliminary Engineering Report dated February 19, 2014. Public Notice of t he meeting was provided by the town in the Republic American on October 3, 2015 . (See attached notice and verification from newspaper). In addition, prior to the formal public information meeting, the property owners immediately abutting the project limits were invited to attend two informal stakeholder workshops on October 13 and 15 at Town Hall to provide additional opportunities to receive information about the project, provide feedback , and gather information to support the public involvement process. To begin the me eting, MMI representatives presented a general overview of the project and purpose of t he preliminary e ngineering study and provided a more specific technical presentation of the project details as summarized below by using handouts provided to the public, existing photographs and photo simulations, colored renderings of the proposed design alternatives , and a computer-generated simulation showing the existing and fu ture traffic conditions. DATE OF MEETINGS : October 13, 2015 – Stakeholder Meeting No. 1 October 15, 2015 – Stakeholder Meeting No. 2 October 19, 2015 – Public Information Meeting MMI #: 3211-02-4 STATE PROJECT NO.: 124 -165 PROJECT: Route 67 (Bank Street) Spot Improvements Klarides Village to River Street Seymour, Connecticut SUBJECT: Presentation of Preliminary Engineering Study LOCATION: Norma Drummer Room – Seymour Town Hall 1 First Street Seymour, CT 06483 ATTENDEES: Fred Messore, Director, Seymour Economic Development Mark Neilsen, Director of Planning/Assistant Director, Naugatuck Valley Council of Governments (NVCOG) Rory Wilson, Administrative Assistant to Seymour First Selectman Anthony Ciriello, P.E., Principal, Director of Transportation – Milone & MacBroom, Inc. (MMI) Michael Joyce, P.E., Associate, Manager of Highway Design – MMI Dilip Patel, P.E. – MMI Jennifer Martz – MMI See attached list of attendees from the public. Route 67 (Bank Street) Spot Improvements – State Project No. 124-165 Dates of Meetings: October, 13, 15, and 19, 2015 2 M iloneand Mac Broom.com PROJECT LOCATION The section of Route 67 (Bank Street) that falls within the study area (between River Street/Franklin Street and the westerly end of Klarides Village to the west) is approximately one -third of a mile. Bank Street generally runs in an east/west direction through the western part of town and provides connections to the town center area (via the Naugatuck River bridge) and to Oxford and points west. CT Route 8, which is elevated above the downtown area, provides regional access throughout the Naugatuck Valley region of Connecticut. PROJECT PURPOSE The purpose of this study is to evaluate and provide a palette of roadway and intersection enhancements along the CT Route 67 (Bank Street) corridor between River Street/Franklin Street and Klarides Village to the west in the town of Seymour, Connecticut. This preliminary engineering study summarizes existing conditions, discusses the overall corridor issues and oppo rtunities, outlines the right- of-way and regulatory permit implications, and summarizes the traffic and pedestrian network analyses conducted by MMI. EXISTING CONDITIONS Within the study area, Bank Street generally has a single travel lane in each direction with auxiliary turn lanes at various intersections. Sidewalks in various conditions are present along most of the project roadways, and the posted speed limit along Bank Street is 30 miles per hour (mph). The land uses through this corridor inc lude retail, office, residential, and light industrial with the study area located within the C -2 General Commercial Zoning District, the CBD -1 Downtown Central Commercial District, and a small area of residential zoning (R -18) abutting Route 67 at the Beecher Street/Church Street intersection. The C -2 and CBD -1 districts define the limits of the Enterprise Corridor Zone. Traffic Operations The Connecticut Department of Transportation (CTDOT ) records average daily traffic (ADT) volumes along state -owned highways. The ADT along Route 67, west of River Street and Franklin Street, was 20,000 veh icles per day (vpd) in 2009. The 85th percentile speeds along Bank Street are 36 mph for eastbound tr avel and 38 mph for westbound travel. A traffic analysis was performed along Route 67 (Bank Street) at the following six intersections: • Bank Street @ Franklin Street/River Street (CT Route 313) • Bank Street @ Old Drive (east) • Bank Street @ Church St reet/Beecher Street • Bank Street @ Old Drive (west) • Bank Street @ Klarides Village Driveway/Johnson Avenue (unsignalized) • Bank Street @ Klarides Village (signalized) The peak hours for the corridor are 8:00 a.m. to 9:00 a.m. and 5:00 p.m. to 6:00 p.m . Bank Street carries between 1,070 and 1,350 vehicles during the morning peak hour depending on Route 67 (Bank Street) Spot Improvements – State Project No. 124-165 Dates of Meetings: October, 13, 15, and 19, 2015 3 M iloneand Mac Broom.com the specific location. During the afternoon peak hour, 1,470 to 2,030 vehicles were counted. The analysis found that a greater percentage and overall number of heavy vehicles are present during the morning peak hour (1.5%) as opposed to the afternoon (.4%). Accident Patterns Using CTDOT accident records from January 2006 through December 2008, an analysis of the accident history along the corridor indicated there were 79 observed crashes. Of these, 63 resulted in property damage only while 16 resulted in personal injury. The crashes resulted from a variety of collision types: rear- end, fixed object, sideswipe, intersecting turns, and same – direction turns. The most prevalent crash type was rear- end, which is typical for signalized intersections. Parking On-street parking exists through the downtown area including areas along Bank Street that serve the adjacent retail establishments. Within the study lim its, two on-street parking spaces are currently provided on the north side of Bank Street (near Franklin Street). On the south side of Bank Street, a wide shoulder supports "10 -minute" on -street parking in front of several properties that are immediately adjacent to the Little River and currently have no on -site parking. The remaining parking areas along the corridor are provided within off- street parking facilities. Regulatory Areas The Route 67 (Bank Street) project corridor is located immediately west of the Naugatuck River. At two locations within the study area, the Little River is conveyed under the areas where improvements are proposed along Bank Street and under River Street (CT Route 313) to its confluence with the Naugatuck River. The Little River was studied in detail by the Federal Emergency Management Agency (FEMA), and specific floodplain elevations and floodway boundaries have been established. In addition to the FEMA regulatory boundaries, field identification and delineation of Conn ecticut inland wetlands and federal wetlands within the project limits were performed. The wetland limits closely follow the floodplain boundaries and steep banks associated with the rivers. Regulated activities associated with the wetlands, watercourses , and the related upland areas may require local, state, or federal permit approvals. Historic and Archaeological Significance Within the project limits, there is one property that is eligible for the Register of National Historic Places. The design and construction of the improvements outlined within this report may need to be conducted in accordance with Section 106 under the National Historic Preservation Act. Route 67 (Bank Street) Spot Improvements – State Project No. 124-165 Dates of Meetings: October, 13, 15, and 19, 2015 4 M iloneand Mac Broom.com Rights -of -Way Activities Rights -of -way impacts to private property owners are discussed in more detail below and under various portions of the Preliminary Engineering Report. PROPOSED IMPROVEMENTS The following three improvement locations, as more specifically shown and described in the Preliminary Engineering Report dated February 2014, are highlighted as critical enhancement areas along with some operational improvements at two signalized intersections: • Bank Street @ Franklin Street/River Street and @ Old Drive • Bank Street @ Beecher Street/Church Street • Bank Street @ Klarides Village /Johnson Avenue Bank Street F rom Old Drive to Franklin Street/River Street (SR 313) The preferred design for this section of Route 67 includes widening (primarily) on the south side of Bank Street between Old Drive East and the Franklin Street/River Street intersection. The concepts include the use of 11 -foot lanes with 5 -foot shoulders to support on -street bicycle connectivity from the areas adjacent to Bank Street to downtown Seymour and the developing riverfront recreational opportunities. The new edge of pavement and sidewalk create direct impacts to the buildings along the southern side of Bank Street including but not limited to direct impacts to the buildings and porches and the elimination of the limited "10 -minute" on – street parking. In addition to the direct building impacts, the loss of parking constitutes a serious impact given the lack of on -site parking spaces and the current short -term on -street parking used by these properties and businesses. Full acquisition of these properties is likel y and , therefore, i s assumed in the cost analysis. The preferred alternate also extends the westbound right-turn lane at the Walgreens driveway through to the intersection of Old Drive East to accommodate the traffic volumes at this location and continue the intended pedestrian and on -street bicycle patterns through the corridor. Furthermore, the curb radius for the River Street right -turn lane northbound movement at the southeast corner of the intersection may be reduced substantially. The existing radius exceeds 150 feet, which is more than adequate for trucks making right turns northbound onto Bank Street. A reduced radius would serve to slow vehicles making this turn, shorten the distance for pedestrian crossings, and provide additional landscape area and possible connections to the town's Naugatuck River recreational resources. Modifying the signal timing to provide additional green time for the Bank Street east/west phase will also be needed to improve the LOS at this intersection. Widening th e northbound (River Street) approach to this intersection to extend the left- turn lane should also be pursued. Currently, it supports the existing and proposed lane arrangement except for the continuation of the 5 -foot (bike lane) shoulder from Bank Stree t to River Street. The structure's overall rating is adequate, but the curb -to -curb deck width does not meet the Route 67 (Bank Street) Spot Improvements – State Project No. 124-165 Dates of Meetings: October, 13, 15, and 19, 2015 5 M iloneand Mac Broom.com current requirements. The existing eastern edge of pavement would be main tained in its current location. Bank Street @ Church Street/Beecher Street The preferred alternative for this improvement location includes the realignment of Church Street to intersect Beecher Street at a T-intersection along with the narrowing and realignment of the intersection of Beecher Street at Bank Street. This alternative will create a safer condition for both vehicular and pedestrian mobility, will result in the same overall improvement to traffic operations at a much lower cost, and will not require the acquisition of private property. There is an informal roadway/access strip for drop -off and pickup in front of the Russian American Citizen Club. This area is within the public right -of -way but is used almost exclusively by the club and will remain available for limited parking. The additional turning lane on Beecher Street approaching Bank Street will help to reduce delays for motorists turning right due to left -turning vehicles. Bank Street @ Klarides Village Driveway/Johnson Avenue The proposed improvements for this area include the termination of Johnson Avenue at Route 67 along with prohibiting left turns from Klarides Village by constructing a modified median. The improvements listed below are primarily intended to improve traffic safety at this intersection: Johnson Avenue at Bank Street The preferred alternative offered herein includes the construction of a hammerhead intersection immediately adjacent to the existing residential properties closest to Route 67 that would allow the access of emergency and maintenance vehicles. This plan will require a partial taking of property east of Johnson Avenue for the turnaround area. Elimination of this access point will improve the safety of users at this intersection and provide for a free flow of traffic along Route 67. This option will require Johnson Av enue area residents to seek alternate access to Route 67. Klarides Village and Bank Street (unsignalized) The preferred alternative for this side of the intersection is to physically prohibit the current no – left -turn restriction by adding a physical barrier. Vehicles turning left or heading east along Route 67 will be required to drive through the plaza to the existing signalized driveway. Physically prohibiting the ability to turn left will eliminate the safety concerns and the queuing issues at the unsignalized intersection. This design is expected to have minimal to no impacts on rights -of -way and utilities. Stakeholder impacts will be essentially limited to those patrons exiting McDonald's and TD Banknorth and wishing to travel east on Route 67. Route 67 (Bank Street) Spot Improvements – State Project No. 124-165 Dates of Meetings: October, 13, 15, and 19, 2015 6 M iloneand Mac Broom.com Additional Traffic Signalization Improvements Signalization improvements are also rec ommended at two intersections as described below. Bank Street @ Klarides Village The traffic analysis supports modifying the signal timing at this intersection. Reducing the cycle length from 90 seconds to 60 seconds will maintain overall operations of LOS A and will significantly reduce 95th percentile queues, especially for the eastbound approach (850+ feet to 300 feet). Bank Street/Old Drive (west) While a new traffic signal was added as part of the development of the Walgreens site, the analysis has determined that the signal timing needs to be adjusted at Old Drive (west) to accommodate the improvements proposed under this project. Pedestrian Circulation An evaluation of pedestrian infrastructure was conducted to identify pedestrian -related issues and connectivity gaps. In general, the study area does not effectively provide for safe pedestrian mobility throughout. While a sidewalk network exists, many areas are in disrepair, crosswalks are not handicap compliant, and gaps exist in many areas making it unsafe for pedestrians to travel from Klarides Village and po ints west to downtown Seymour. PRELIM INARY CONSTRUCTION COST OPINION Johnson Avenue Access Te rmination ……………………………………………………………………. $52,280 Klarides Plaza Entrance ……………………………………………………………………………………….. $26,785 Church Street/B eecher Street Realignment ………………………………………………………….. $149,400 Bank Street (Route 67) – Old Drive to River Street/Franklin Street I ntersection ………….. $734,330 Southeast C orner of Bank Street/River Street ………………………………………………………. . $148,235 River Street (SR 313) Widening – including bridge improvements …………………………….. $726,250 Total (after adding inflation to 2019, contingencies, incidentals, etc.) ………………. *$3,970,000 *Excludes right -of -way acquisition costs, utility relocations, streetscape enhanc ements, and hazardous materi als if any. FUNDING 80% FEDERAL / 10% STATE / 10% TOWN PROJECT SCHEDULE All dates below are subject to the availability of funding, permit approvals , and right -of -way acquisitions/relocations: • Completion of Preliminary Engineering Study Phase – winter 2015 • Final Design Phase – 2016 to2018 • Construction – spring 2019 Route 67 (Bank Street) Spot Improvements – State Project No. 124-165 Dates of Meetings: October, 13, 15, and 19, 2015 7 M iloneand Mac Broom.com COMM ENTS AND ADDITIONAL INFORMATION See correspondence attachments as summarized below. – Invitation to Stakeholder M eetings on 10/13/15 and 10/15/ 15 – Public Notice for Public Information M eeting on 10/19/15 (including n ewspaper proof) – Deed (Vol. 114, Page 579) and Copy of Plan from project 124 -148 submitted by Housatonic Wire Company depicting limits of land ownership around the island at the intersection of Ch urch Street and Beecher Street – 10/12/15 letter from John J. Borgesano (Russian American Club ) to town (w/enclosure) – 10/15/15 Letter from John J. Borges ano (Russian American Club) to town (w/enclosure) – 12/2/15 email from Milone & MacBroom, Inc. to Ms. Fatima Silva (#117 -#119 Bank St reet) Comments and discussions from the public during the stakeholder meetings, public information , and in correspondence before and within 30 days after October 19, 2015 are summarized below and are organized by location: General Comments and Concerns – The public in attendance was generally in favor of the need to perform improvements along Route 67 (Bank Street) to improve traffic operations through the corridor, especially improvements to the traffic signal timings and coordination. Larger regional concerns and questions were raised regarding what long- term planning efforts have been performed or will be performed for Route 67 in Seymour and Oxford and all the way out to Southbury. Concerns were raised about how developments in other towns were a ffecting traffic in Seymour. – Residents reported that some of the biggest traffic problems occur during school bus pick up and drop -off times. – Residents described current dri ving behavior and patterns that motorists familiar with the area use to avoid intersections within the project limits. More specifically, many represented that drivers often avoid using the Church Street/Beecher Street intersection to access Bank Street and instead use West Street to t ravel toward Oxford and areas west of the project limits. Bank Street From Old Drive to Franklin Street/River Street (SR 313) – It was noted that changes to the existing conditions since the start of the study include the new signal improvements and develo pment associated with the construction of Walgreens on the north side of Bank Street, the demolition of the existing buildings on the southwestern corner of the Bank Street/River Street intersection , and new cantilevered sidewalk improvements to the Route 67 Bridge O ver Little River (State Project No. 124-167). – As indicated during the presentation and given the anticipated impacts, full acquisitions are anticipated for the remaining residential and commercial properties along the southern side of Bank Street. The property owners in attendance, which included the owners of Ed's Dry Route 67 (Bank Street) Spot Improvements – State Project No. 124-165 Dates of Meetings: October, 13, 15, and 19, 2015 8 M iloneand Mac Broom.com Cleaners (115 Bank Street) and Chet Sobotka, the trustee for the estate of Richard Sobotka (111 Bank Street), expressed a general understanding of the purpose of the improvements and related impacts but requested an accelerated rights-of- way acquisition process. With the knowledge that the project would create these impacts, the owners expressed concern about the costs and on going efforts that are needed to maintain, rent, use , or sell these properties for an undetermined time until the acquisitions will occur. These concerns were echoed by Fatima Silva (117 -119 Bank Street) during a phone conversation with MMI after the public information meeting. An approxima te schedule for when the rights-of -way process may begin was offered by representatives of MMI and NVCOG, and the residents were informed that the CT DOT would initiate the formal rights -of -way acquisition and relocation discussions after the formal design of the project commences. Any decisions regarding accelerated acquisitions would need to be made by CTDOT and would be dependent on the availability of state and federal funding. – The public was in support of the geometric and lane improvements proposed at the intersection, including the elimination of the parallel parking spaces on the northeastern corner of the intersection. – The additional length of t he northbound River Street left- turn lane was acknowledged as an important improvement to the intersection. It was stated that while signs are posted on portions of West Street pr ohibiting use by trucks both car and truck drivers often use West Street to avoid the River Street/Bank Street/Franklin Street intersection in order to access Route 67 and other areas west of the project limits. Bank Street @ Church Street/Beecher Street – Representatives from the Russian American Club (#20 Church Street) submitted correspondence dated 10/12/15 and 10/15/15 expressing concerns about the potential loss of the informal "on-street" parking . This area along their property and adjacent to the t raffic island at the intersection of Church Street and Beecher Street has been used by the club for years for parking and deliveries . With no on-site parking for the property due to severe topographic elevation changes, relocation of the parking on site does not seem feasible. – The club representatives indicated that without a similar number of parking spaces and available loading/delivery area they will not be able to host events at the club and could be put "out of business." – Representatives of the ch urch indicated that it was their understanding that the area used for parking and the intersection island may be owned by the club. Additional deed and map information was submitted by representatives of the Housatonic Wire Company indicating the island club parking area is likely owned by Housatonic Wire Company. This is information that was not obtained by the CTDOT during its survey and land record research efforts for this project. It was indicated by the Russian American Club and Housatonic Wire Compa ny that in 1 994 under state project 124 -148 the CTDOT decided not to pursue modifications to the island and parking area due to concerns raised by the club. The next phase of design will include a more detailed rights -of -w ay analysis including title searches, which will aid in clarifying the private and public ownership limits. Route 67 (Bank Street) Spot Improvements – State Project No. 124-165 Dates of Meetings: October, 13, 15, and 19, 2015 9 M iloneand Mac Broom.com – A request was made by the Russian American Club and other members of the public who use Church Street and Beecher Street to consider improvements closer to Bank Street, includ ing changes to the east radius to accommodate the desire to provide a right – and left – turn lane while limiting the changes to Church Street and Beecher Street. Analysis of this option will need to consider both the vertical and horizontal limitations asso ciated with Church Street and th e elevation changes along Allen' s Plumbing supply. – Concern was raised about the newer traffic signal improvements at Old Drive/Rimmon Street west of Church Street, and a question was raised if the western end of Old Drive/Rimmon Street could be shifted to align with Church and Beecher. Residents indicated that given the amount of traffic on Route 67 and the location between two traffic signals left turns from Church/Beecher onto Route 67 are often difficult and likely contribute to the reason vehicles use West Street to bypass this location. However, the ability to realign the intersections is limited by permitting, hydraulic, structural, and cost implications asso ciated with the work that would be required for the existing Route 67 Little River bridge crossings. Those challenges appear to significantly outweigh the traffic improvements the realignment would provide. – Suggestions were also made to consider con verting Beecher Street from one way to two way. This would need to be assessed in relation to the on -street parking that is currently provided for the residences along the western side of Beecher Street. – During the next phase of design, adjustments to the pre ferred alternative can be analyzed in relation to the public comments in order to provide the desired traffic improvements while minimizing the impacts to the current use of the public right -of -way. Bank Street @ Klarides Village Plaza Driveway/Johnson Av enue – Paul Lepezzo , a representative for McDonald's, expressed concern about the future ability of delivery trucks, which currently use the un signalized driveway for access, to use the driveway if the island is installed. It was explained that the intent of the improvements at the driveway and on Route 67 is to provide adequate space for vehicles to turn left into the property but prevent/deter vehicles from turning left out of the property. Left -turning vehicles exiting the site, including trucks, will n eed to use the existing signalized shopping plaza entrance to the west. The existing on -site parking configuration and proposed island to deter left turns from the plaza can be analyzed during the next phase of design to accommodate the turning move ments of delivery vehicles that need to use this entrance. Options such as but not limited to a raised but mountable island may be considered. – At Johnson Avenue, the preferred alternative was generally accepted. The property owner at the southern end of Johnson Avenue (#20 Old Drive) complained about vehicles that currently use her driveway and property to turn around without permission. The preferred alternative , which includes a turn around area and limits access to Route 67 to town and emergency vehicles on ly, would formalize through an easement or partial acquisition the activities that currently occur. 3211- 02-4- mr1416 -rpt