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oadways located on the northeast and southeast quadrants of the intersection. The connector roadway on the northeast quadrant intersects US Route 201 opposite 5th Street, whereas the southeast quadrant connector roadway intersects US Route 201 at Monument Place. Results of the operational analyses show that the two signalized intersections (Option 3) operate at LOS C. The connector roadway intersection opposite 5th Street would improve to LOS B, whereas the intersection opposite Monument Place would remain at LOS C with the aggressive TDM program. The two roundabout intersections (Option 3A) operate at LOS E. However, with the aggressive TDM program, both roundabout intersections improve to LOS C. Options 3 and 3A each substantially meet the objectives of improving mobility, enhancing safety, accommodating NASB travel demands, and dovetailing with community goals, but only moderately meet the objective of encouraging multimodal mobility. Option 4 calls for widening the Coastal Connector to four lanes. As a result, traffic operations at the signalized intersection of the Coastal Connector and Village Drive/Community Way are projected to improve from LOS F under the No Action condition to LOS B with and without the aggressive TDM. Option 4 substantially meets the objectives of improving mobility, enhancing safety, accommodating NASB travel demands, and dovetailing with community goals but only moderately meet the objective of encouraging multimodal mobility. Option 5 involves the realignment of Canam Drive and Old Augusta Road to form a single four-way signalized intersection with US Route 201 that serves as the primary access to the redeveloped Topsham Annex. This new intersection would provide access to properties with redevelopment potential that are located on the west side of US Route 201; it also would provide a connection to Route 196 – potentially at the Topsham Fair Mall intersection. Under this option, the new signalized intersection is projected to operate at LOS C with and without aggressive TDM as compared to the LOS F operation for motorists exiting an unsignalized Canam Drive under the No Action scenario. Similar to Options 3, 3A, and 4, Option 5 substantially meets the objectives of improving mobility, enhancing safety, accommodating NASB travel demands, and dovetailing with community goals but only moderately meets the objective of encouraging multimodal mobility. Environmental Impacts Options 2 and 2A have a relatively smaller footprint than Options 3 and 3A due to the proposed connector roads on new alignment associated with Options 3 and 3A. Thus, Options 3 and 3A would have greater impact on natural and socioeconomic resources. The project footprint for these two options is similar in size, with an additional 15.5 and 14.2 acres of new pavement required for Options 3 and 3A, respectively. Option 4 also involves additional roadway width, although this additional footprint would be located along the existing State Route 196 (Coastal Connector). Conclusions 151
Limited environmental resources are located adjacent to US Route 201. Thus, the roadway improvements associated with Option 5 would have a minor impact on them, primarily associated with the proposed realignment of the US Route 201/Old Augusta Road intersection and a new connector road linking US Route 201 and Canam Drive. The relative impacts of these options are discussed in the following subsections. Environmental Resources Intersection and roadway improvements for Option 1 are limited to the existing ROW of State Route 196 (Lewiston Road) and therefore would have negligible impacts to environmental resources. Wetlands impacts associated with Options 2 and 2A would be relatively minor, with Option 2 requiring about 1.3 acres of wetlands impact (including four stream crossings) and Option 2A totaling less than 0.1 acre (only one stream crossing). Construction of the connector roads for Options 3 and 3A would require additional wetlands filling associated with a perennial stream that receives flow from a stormwater ditch originating at Mt. Ararat High School. (Additional wetlands impacts would result from the widening of the State Route 196 Coastal Connector to four lanes [i.e., Option 4]). The area of wetlands impact for the two options would be almost identical, with Options 3 and 3A resulting in 2.5 and 2.6 acres of impact, respectively. Additionally, both options would require as many as 13 stream crossings impacting a total of as much as quarter-mile of stream channel. Option 4 would impact approximately 1.3 acres, or approximately 50 percent fewer wetlands than Options 3 and 3A. Approximately 0.2 acre of forested wetlands and emergent ditch would be impacted by the realignment of intersection with US Route 201 and Old Augusta Road (Option 5). Only the northern edge of the wetlands would be impacted by construction; minimal impact is expected because most of the wetlands is located to the south. Impacts to streams are not anticipated. There are no floodplains located in the Strategy 2A Study Area. The eastern portion of the Strategy 2A Study Area is underlain by a sand and gravel aquifer. The widening associated with State Route 196 (Option 4) would impact approximately 4.8 acres of this aquifer. Options 3 and 3A would both impact 4.1 acres of prime farmland soils, as designated by the NRCS, and approximately 10.5 acres of farmland soil of statewide importance. Of the 4.1 acres of impact to prime farmland soils, 3.6 acres would be associated with the widening of State Route 196. Impacts to prime farmland soils would be minimized by Option 2, whereas only 1.6 acres of farmland soil of statewide importance would be impacted. A large mowed field located east of the existing Conclusions 152
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Transportation Feasibility Study Re
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Table of Contents Executive Summary
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4.11.1 Maine Street/US Route 1 Inte
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List of Figures Figure No. Descript
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Executive Summary Introduction/Back
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motorists to get out of their vehic
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along each of the cross roadways. U
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leg of the intersection, which prov
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Route 1 intersection could be consi
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1 Introduction 1.1 Project Backgrou
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Throughout this Feasibility Study,
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1.4.1 Public Informational Meetings
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Table 1.4-3. Study Advisory Committ
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F CATHANCE RIVER MEADOW RD W HITEHO
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as a principal arterial and extends
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membership fee of $35. ZipCar membe
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network, with the goal of providing
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Androscoggin River Bicycle and Pede
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2009 Design Hour Volume The unit of
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Table 2.2-1. Existing Traffic-Volum
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USE CROOSING RD JESSE RD D AUGUST C
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Table 2.2-3. Unsignalized Intersect
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were identified, individual police
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determined to be HCLs. A sixth inte
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HOUSE CROOSING RD JESSE RD RD AUGUS
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grocery store. The size of the pond
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The Strategy 2B Study Area east of
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Sections 435-449). However, the riv
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Areas mapped by the NRCS as Prime F
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OUSE CROOSING RD JESSE RD RD AUGUST
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the MRRA. This report presents info
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anged between 14 sales in 2008 and
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to have covered the entire town. No
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Table 2.4-1. Properties Listed in t
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Town/Address /Location Name Brief D
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unclear whether any other additiona
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Strategy 2B Based on field observat
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P USE CROOSING RD JESSE RD D AUGUST
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3 Future Conditions 3.1 Introductio
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3.3 NASB and Topsham Annex Trip Est
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(also known as internal capture). A
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4 Summary of Options 4.1 Introducti
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Site Walk Access Improvements: This
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4.5 Passenger Rail and Bus Rapid Tr
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and then overpasses US Route 1 adja
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parallel to US Route 1. They termin
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MAP-41 LOT-14E MAP-41 LOT-14D MAP-4
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MAP-41 LOT-17B MAP-44 LOT-1 MAP-44
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o o Options 3A and 3B assess the po
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short distance (i.e., 0.1 mile) bef
Page 109 and 110: 4.7.5 Option 3A Option 3A (Figure 4
Page 111 and 112: Option 5 widens and reconstructs a
Page 113 and 114: HORTON PL REST DR UV196 ANTHONYAV 2
Page 115 and 116: AV Map R05A Lot 30- Map R05A Lot 31
Page 117 and 118: Map R04 Lot 18- Map R04 Lot 47-2 LL
Page 119 and 120: 4.8 Strategy 2B - Improve Mobility
Page 121 and 122: four options, and the maximum benef
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Page 127 and 128: MAP-U24 LOT-2A River Rd MAP-U24 LOT
Page 129 and 130: MAP-U25 LOT-20 MAP-16 LOT-1 Bailey
Page 131 and 132: MAP-U25 LOT-20 MAP-16 LOT-1 Bailey
Page 133 and 134: Option 1 includes continuous sidewa
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Page 137 and 138: The primary challenge with Option 1
Page 139 and 140: Town of Brunswick, Maine MAP-U04 LO
Page 141 and 142: Town of Brunswick, Maine 1 £¤ And
Page 143 and 144: Results of the preliminary screenin
Page 145 and 146: Summary of Options 136
Page 147 and 148: 5.1.2 Traffic Operations As previou
Page 149 and 150: 5.1.4 Cost Estimates Planning-level
Page 151 and 152: impacted property. However, using t
Page 153: Bath Road. The following signalized
Page 156 and 157: 5.2.3 Build Options A traffic-opera
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Page 166 and 167: 5.2.3.4 Strategy 2C - Improve Mobil
Page 168 and 169: Environmental Impacts Environmental
Page 170 and 171: 6 Conclusions The purpose of this F
Page 172 and 173: Because the secondary connector roa
Page 183 and 184: Appendix B Throughout the study, th
Page 185 and 186: From: missysdad@hotmail.com [mailto
Page 187 and 188: everyday traffic for doctor visits
Page 189 and 190: carpool, mass transit, or other. Wh
Page 191 and 192: decision makers are going to faced
Page 193 and 194: From: cwiercinski@sitelinespa.com S
Page 195 and 196: From: mar-e_trebilcock@msad51.org [
Page 197 and 198: From: Chris Baker, Harpswell [chris
Page 199 and 200: I thought that the Topsham Coastal
Page 201 and 202: From: charris@tidewater.net Sent: F
Page 203 and 204: Brunswick, ME 04011 207-729-0787 Al
Page 205 and 206: proposals it requires the most land
Page 207 and 208: From: cp348@aol.com [mailto:cp348@a
Page 209 and 210: Do NOT add to mailing list. Email s
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'inner' Pleasant Street is a barrie
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We are requesting that as part of t
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