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addition, the existing at-grade driveway intersections connecting the N/F Ormsby and Town of Brunswick properties to the southbound lane of US Route 1 are impacted by the Option 2 interchange configuration, requiring both driveways to be closed to traffic for safety reasons. Option 2 also requires reconstruction and relocation of portions of the existing Androscoggin River Bicycle and Pedestrian Path located adjacent to the southbound lane of US Route 1. As shown in Figure 4-2, the path is relocated to the north, away from US Route 1, and adjacent to the outside of the southbound interchange ramps to maintain the north–south continuity of the existing bicyclist and pedestrian path. For Option 2, the proposed path extends from the NASB, adjacent to the west side of the access road; overpasses the northbound off-ramp on a new bridge; and then overpasses US Route 1 adjacent to the new southbound off-ramp bridge over US Route 1, joining the reconstructed section of the Androscoggin River Bicycle and Pedestrian Path. Option 2 includes construction of 0.3 mile of NASB access road; 0.5 mile of interchange ramps; 0.1 mile of Bath Road reconstruction; 0.3 miles of auxiliary lanes along US Route 1; four new bridges (i.e., two over US Route 1, the Rockland Branch Railroad over the access road, and Bath Road over the access road); 0.3 mile of retaining walls; and 0.9 mile of multiuse path. 4.6.3 Option 3 Option 3 <strong>com</strong>bines a reconfigured Cooks Corner interchange with a new halfdiamond interchange that connects directly to the NASB. This type of interchange (Figure 4-3) is generally referred to as a “split-diamond” interchange. The more familiar “diamond” interchanges – similar to the I-295 Exit 20 interchange in Freeport to the south or the I-295 Exit 37 interchange in Bowdoinham to the north – are created when four one-way ramps join a major highway with free-flow ramp connections, terminating at two four-way intersections with a singular crossroad. The Option 3 split-diamond/frontageroad interchange is essentially an elongated version of the standard diamond interchange, with one additional crossroad bridge and two frontage roads. In Option 3, the split-diamond interchange is configured such that the proposed northbound and southbound ramps are split apart and connect to the existing Cooks Corner crossroad to the east and the new NASB access road to the west, respectively. The Cooks Corner crossroad and the NASB access road are linked by one-way frontage roads, approximately 0.20 to 0.25 mile in length and that run Summary of Options 89
parallel to US Route 1. They terminate opposite the new ramp intersections, creating two four-way, signalized intersections along the Cooks Corner crossroad and two four-way, signalized intersections along the proposed NASB access road. At the easterly Cooks Corner section of the split-diamond interchange, portions of the existing interchange are rearranged to form an easterly half-diamond interchange that eliminates the existing southbound on-ramp and requires construction of a new southbound off-ramp. In Option 3, north of US Route 1, the northbound off-ramp is eliminated and the northbound on-ramp is retained and reconstructed. The existing bridge over US Route 1 also is retained and widened to the west to ac<strong>com</strong>modate two northbound lanes and a single southbound lane. The current design for the Rockland Branch Railroad grade-crossing and the roadway approach to the Cooks Corner intersection at State Route 24 is retained and upgraded. By utilizing the existing Cooks Corner interchange ROW and portions of the existing infrastructure, the overall construction costs – as well as resource and property impacts – are reduced for this section of Option 3. In Option 3, at the westerly end of the proposed split-diamond interchange, the second crossroad provides direct access to the NASB from US Route 1. The new NASB access road is located just east of the Merrymeeting Plaza and includes a threelane, median-divided connector road with one southbound and two northbound lanes entering and exiting the base, respectively. The access road begins at US Route 1 and extends southerly for a total of 0.4 mile, overpassing the Rockland Branch Railroad and Bath Road (State Route 24) and aligns parallel to and west of the existing base access road (i.e., Fitch Road). Both the northbound and southbound ramps have two lanes with appropriate acceleration and deceleration lanes to manage the design-year traffic volumes entering and exiting the base. To manage turning vehicles, the frontage roads connecting the NASB access road and the Cooks Corner crossroad are two-lane, one-way roadways that are widened at the southerly and northerly termini of the southbound and northbound frontage roads, respectively. The existing at-grade driveway intersections connecting the N/F Ormsby and Town of Brunswick properties with the southbound lane of US Route 1 are impacted by the Option 3 interchange configuration, thereby requiring both driveways to be closed to traffic for safety reasons. Option 3 also requires reconstruction and relocation of portions of the existing Androscoggin River Bicycle and Pedestrian Path located adjacent to the southbound lane of US Route 1. As shown in Figure 4-3, the pathway is relocated to the north, away from US Route 1, and adjacent to the outside of the split-diamond interchange ramps and frontage road to maintain the north–south continuity of the existing bicycle and pedestrian path. In Option 3, the proposed path extends from the NASB, adjacent to the west side of the NASB access road. Those using the path utilize the pedestrian phases included in each signal to safely cross the northbound off-ramp Summary of Options 90
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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
Page 47 and 48: were identified, individual police
Page 49 and 50: determined to be HCLs. A sixth inte
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Page 53 and 54: grocery store. The size of the pond
Page 55 and 56: The Strategy 2B Study Area east of
Page 57 and 58: Sections 435-449). However, the riv
Page 59 and 60: Areas mapped by the NRCS as Prime F
Page 61 and 62: OUSE CROOSING RD JESSE RD RD AUGUST
Page 67 and 68: the MRRA. This report presents info
Page 69 and 70: anged between 14 sales in 2008 and
Page 71 and 72: to have covered the entire town. No
Page 73 and 74: Table 2.4-1. Properties Listed in t
Page 75 and 76: Town/Address /Location Name Brief D
Page 77 and 78: unclear whether any other additiona
Page 79 and 80: Strategy 2B Based on field observat
Page 81 and 82: P USE CROOSING RD JESSE RD D AUGUST
Page 83 and 84: 3 Future Conditions 3.1 Introductio
Page 85 and 86: 3.3 NASB and Topsham Annex Trip Est
Page 89 and 90: (also known as internal capture). A
Page 91 and 92: 4 Summary of Options 4.1 Introducti
Page 93 and 94: Site Walk Access Improvements: This
Page 95 and 96: 4.5 Passenger Rail and Bus Rapid Tr
Page 97: and then overpasses US Route 1 adja
Page 101 and 102: MAP-41 LOT-14E MAP-41 LOT-14D MAP-4
Page 103 and 104: MAP-41 LOT-17B MAP-44 LOT-1 MAP-44
Page 105 and 106: o o Options 3A and 3B assess the po
Page 107 and 108: 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
Page 123 and 124: oundabout from the south. This opti
Page 125 and 126: MAP-U25 LOT-20 Bailey Ln Ln B ailey
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
Page 135 and 136: MAP-U23 LOT-94 MAP-U23 LOT-90 Map U
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
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5.1.4 Cost Estimates Planning-level
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impacted property. However, using t
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Bath Road. The following signalized
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5.2.3 Build Options A traffic-opera
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(USACE) if it is selected for advan
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oadways located on the northeast an
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intersection of US Route 201 and Ol
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etaining a signalized intersection
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5.2.3.4 Strategy 2C - Improve Mobil
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Environmental Impacts Environmental
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6 Conclusions The purpose of this F
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Because the secondary connector roa
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Appendix B Throughout the study, th
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From: missysdad@hotmail.com [mailto
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everyday traffic for doctor visits
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carpool, mass transit, or other. Wh
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decision makers are going to faced
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From: cwiercinski@sitelinespa.com S
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From: mar-e_trebilcock@msad51.org [
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From: Chris Baker, Harpswell [chris
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I thought that the Topsham Coastal
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From: charris@tidewater.net Sent: F
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Brunswick, ME 04011 207-729-0787 Al
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proposals it requires the most land
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From: cp348@aol.com [mailto:cp348@a
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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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