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Meeting Notes
Maine Department of Transportation Downeast Trail Feasibility Study Public Meeting Date: Monday, March 20, 2000, 7:00 p.m.-9:00 p.m. Downeast Trail Feasibility Study Update John Balicki, Bicycle/Pedestrian Coordinator for the Maine Department of Transportation (MDOT), began the meeting with a brief review of the goals of the feasibility study, the status of the study, and an update of the state's policy regarding restoration of rail.
John Balicki noted that all the material presented tonight is available on the World Wide Web at bikerizzo.com. Purpose and Need for the Downeast Trail Sally Jacobs, chair of the Sunrise Trail Coalition, reviewed the history of the proposed trail, the idea for which hatched 10 years ago. The goal is to create a four-season trail that would serve both visitors and residents and would be the first segment of the East Coast Greenway, a proposed 2,000-mile trail from Calais to Key West, Florida. Goals of the trail project are to generate economic development in Downeast Maine by attracting some of the tourists visiting Acadia National Park as well as to serve local residents with recreation and transportation options. Description of the Downeast Trail Concept Paul Smith, project manager from Rizzo Associates, described the project and key findings from the engineering feasibility study.
Paul Smith said the proposed project was divided into 21 segments for analysis. Each segment was examined to determine the feasibility of building a trail alongside the railroad tracks. After identifying areas where a rail-with-trail project would be difficult to build due to land use, environmental, or topographic constraints, alternative locations for trails and on-road bicycle facilities were investigated. Rizzo identified four basic types of trail and roadway design for the Downeast Trail:
Stonedust or asphalt trails would generally be 12 feet wide on a gravel base. This high-end type of multipurpose trail would provide a surface compatible for all types of bicycles, pedestrians, and wheelchairs. Dirt trails would be built in the same way as the stonedust or asphalt trail with no gravel base and a surface of compacted earth. This trail would not be suitable for road or touring bicycles with narrow tires or wheelchairs. Dirt trails would be open to all-terrain vehicles, snowmobiles, and cross-country skiers except where currently prohibited within the Moosehorn National Wildlife Refuge. Shoulder bikeways would be created on segments of Route 1 and 1A by adding a paved shoulder of approximately six feet to both sides of the street. Shared roadway segments include potions of Route 214 and Charlotte Road near Ayers Junction. Roads with wide lanes or shoulders less than six feet wide would be designated as "shared roadways." Paul Smith described five types of trail construction that would be necessary along the 133-mile corridor: construction on level terrain or in utility corridors; construction at the bottom of the slope of an elevated section; major and minor berm widening; and timber platform. In the Brewer-Ellsworth area, the trail would be a rail-with-trail from Brewer to East Holden. At East Holden the trail would either follow Route 1A using a new, widened six-foot shoulder or it could follow a series of back roads part of the way, reducing the miles on Route 1A from 17 to about 2.5. Several locations, such as Phillips Lake and Green Lake, present problems combining the trail with the existing rail, and with no other options for roads, Route 1A will need to be improved and incorporated in the Downeast Trail system. Cost and Phasing Paul Smith said the total cost estimate for the Downeast Trail as proposed is $32 million. Rizzo divided the project into five phases: Phase 1(33 miles total, 22 miles of off-road trails): Includes segments from Ellsworth Falls to Ellsworth; Eastbrook to Sullivan; Whitneyville to Machias; existing dirt roads in the wildlife refuge; and snowmobile trails to South Street in Calais. Estimated cost: $5.6 million. Phase 2 (21 miles total, all off-road trails): Includes Ellsworth to Hancock; Hancock to Eastbrook; and Sullivan to Cherryfield. Estimated cost: $9.6 million. Phase 3 (22 miles total, all off-road trails): Includes the two segments from Jacksonville to Dennysville and Dennysville to Ayers Junction. Estimated cost: $ 8.2 million. Phase 4 (17 miles total, all off-road trails): This phase is one segment from Cherryfield to Jonesboro Station. Estimated cost: $4.7 million. Phase 5 (7.3 miles total, all off-road trails): This phase completes the Downeast Trail project with the Brewer to East Holden rail-with-trail. Estimated cost: $3.9 million. Paul Smith said the project is likely to take up to 15 years to complete, assuming the State of Maine continues to receive about $3 million per year in TEA-21 Enhancement funds, the main source of money for trail projects. He suggested that considerable cost savings could be achieved if cooperative arrangements could be made with the National Guard, local sports clubs and technical colleges. Sally Jacobs said the state is entitled to money from offshore drilling fees to be used in coastal towns and is currently not receiving its share. These funds, which range from $3 million to $32 million, could be a source of funds for the trail. Discussion
John Balicki said extensive research on rail-with-trail projects around the country has been done to determine what is a safe separation distance. MDOT's rail group has reviewed the proposed 15-foot distance and, given that freight service is likely to be relatively infrequent, it was agreed that 15 feet is adequate. MDOT would explore ways to provide the railroad with additional insurance.
Who will maintain the trail? John Balicki said MDOT would like to involve local clubs and groups to help with trail maintenance much in the way the snowmobile clubs do. Larger-scale maintenance, such as bridges and other complicated structures, would be undertaken by MDOT.
How does the timing of the Downeast Trail affect the East Coast Greenway plans? John Balicki said that currently, much of the East Coast Greenway is on-road despite an overall goal of 80 percent off-road. This concept has been reviewed at an East Coast Greenway meeting recently.
What about restrooms and parking areas? John Balicki said restrooms, trailheads, and parking will be evaluated in the design stage.
Would you be using private snowmobile trails, and since snowmobiles are permitted during only one season, would MDOT seek permission for bicycles year-round? Paul Smith said only one segment would use a private snowmobile trail and it is a very small. The final details and use arrangements would be worked out in the design stage.
Would hunting be affected? John Balicki said no.
What are the projected benefits of the trail to the region? Consider including a non-quantifiable measure in the estimate of benefits, such as benefits to existing users. Paul Smith said formulas to predict users and economic benefits are not useful for this project, but it is clear that the trail would be used and could help create vital connections between towns for visitors and residents. John Balicki said Quebec and New Brunswick are actually measuring the impacts of their trails and quantifying the benefits (and theirs is a more severe climate than Downeast Maine). MDOT is starting a study of the economic and tourism benefits of trails this summer.
Have any freight carriers expressed interest in the rail? Wouldn't it make more sense to remove the rail? MDOT owns the Calais Branch right-of-way and considers a trail in the corridor to be of statewide significance. There is a legislative mandate to restore rail service, and MDOT will continue to plan trails assuming rail restoration.
For what modes will the trail be designed? Paul Smith said it is assumed that the primary users will be bicyclists and pedestrians. ATVs will be allowed on two sections on a conditional basis.
Will an alternate route be created for the sections where road bikes can't ride? On-road routes will always be available for touring cyclists. MDOT is implementing its new policy of adding and improving shoulders on many roads.
The East Coast Greenway is supposed to be a trail to accommodate long-distance cyclists and hikers. Why not develop the Downeast Trail for East Coast Greenway users and have ATV users find an alternate route? Paul Smith said the rationale for not paving two sections relates to cost and the fact that the dirt roads/trails will be adequate for most users in more remote sections. He said the TEA-21 funding regulations prohibit developing trails for motorized vehicles with TEA-21 funding and MDOT expects to receive significant assistance from ATV clubs in the construction and maintenance of these trail sections.
Next Steps John Balicki reviewed the schedule and next steps. This meeting is one of four public meetings being held throughout the corridor to review and discuss the proposed Downeast Trail. The Executive Summary of the feasibility study will be prepared following the public comment period and mailed to those requesting it. Once the feasibility study is complete, the next task will be to build support for the project, seek funding, and initiate design on a segment-by-segment basis. Creating coalitions to support the trail will be key to getting it constructed in a timely manner. Maine Department of Transportation Downeast Trail Feasibility Study Public Meeting Date: Tuesday, March 21, 2000, 7:00 p.m.-9:00 p.m. Downeast Trail Feasibility Study Update John Balicki, Bicycle/Pedestrian Coordinator for the Maine Department of Transportation (MDOT), began the meeting with a brief review of the goals of the feasibility study, the status of the study, and an update of the state's policy regarding restoration of rail.
John Balicki noted that all the material presented tonight is available on the World Wide Web at bikerizzo.com. Purpose and Need for the Downeast Trail Sally Jacobs, chair of the Sunrise Trail Coalition, reviewed the history of the proposed trail, the idea for which hatched 10 years ago. The goal is to create a four-season trail that would serve both visitors and residents and would be the first segment of the East Coast Greenway, a proposed 2,000-mile trail from Calais to Key West, Florida. Goals of the trail project are to generate economic development in Downeast Maine by attracting some of the tourists visiting Acadia National Park as well as to serve local residents with recreation and transportation options. Description of the Downeast Trail Concept Paul Smith, project manager from Rizzo Associates, described the project and key findings from the engineering feasibility study.
Paul Smith said the proposed project was divided into 21 segments for analysis. Each segment was examined to determine the feasibility of building a trail alongside the railroad tracks. After identifying areas where a rail-with-trail project would be difficult to build due to land use, environmental, or topographic constraints, alternative locations for trails and on-road bicycle facilities were investigated. Rizzo identified four basic types of trail and roadway design for the Downeast Trail:
Stonedust or asphalt trails would generally be 12 feet wide on a gravel base. This high-end type of multipurpose trail would provide a surface compatible for all types of bicycles, pedestrians, and wheelchairs. Dirt trails would be built in the same way as the stonedust or asphalt trail with no gravel base and a surface of compacted earth. This trail would not be suitable for road or touring bicycles with narrow tires or wheelchairs. Dirt trails would be open to all-terrain vehicles, snowmobiles, and cross-country skiers except where currently prohibited within the Moosehorn National Wildlife Refuge. Shoulder bikeways would be created on segments of Route 1 and 1A by adding a paved shoulder of approximately six feet to both sides of the street. Shared roadway segments include potions of Route 214 and Charlotte Road near Ayers Junction. Roads with wide lanes or shoulders less than six feet wide would be designated as "shared roadways." Paul Smith described five types of trail construction that would be necessary along the 133-mile corridor: construction on level terrain or in utility corridors; construction at the bottom of the slope of an elevated section; major and minor berm widening; and timber platform. In the Brewer-Ellsworth area, the trail would be a rail-with-trail from Brewer to East Holden. At East Holden the trail would either follow Route 1A using a new, widened six-foot shoulder or it could follow a series of back roads part of the way, reducing the miles on Route 1A from 17 to about 2.5. Several locations, such as Phillips Lake and Green Lake, present problems combining the trail with the existing rail, and with no other options for roads, Route 1A will need to be improved and incorporated in the Downeast Trail system. Cost and Phasing Paul Smith said the total cost estimate for the Downeast Trail as proposed is $32 million. Rizzo divided the project into five phases: Phase 1(33 miles total, 22 miles of off-road trails): Includes segments from Ellsworth Falls to Ellsworth; Eastbrook to Sullivan; Whitneyville to Machias; existing dirt roads in the wildlife refuge; and snowmobile trails to South Street in Calais. Estimated cost: $5.6 million. Phase 2 (21 miles total, all off-road trails): Includes Ellsworth to Hancock; Hancock to Eastbrook; and Sullivan to Cherryfield. Estimated cost: $9.6 million. Phase 3 (22 miles total, all off-road trails): Includes the two segments from Jacksonville to Dennysville and Dennysville to Ayers Junction. Estimated cost: $ 8.2 million. Phase 4 (17 miles total, all off-road trails): This phase is one segment from Cherryfield to Jonesboro Station. Estimated cost: $4.7 million. Phase 5 (7.3 miles total, all off-road trails): This phase completes the Downeast Trail project with the Brewer to East Holden rail-with-trail. Estimated cost: $3.9 million. Paul Smith said the project is likely to take up to 15 years to complete, assuming the State of Maine continues to receive about $3 million per year in TEA-21 Enhancement funds, the main source of money for trail projects. He suggested that considerable cost savings could be achieved if cooperative arrangements could be made with the National Guard, local sports clubs and technical colleges. Sally Jacobs said the state is entitled to money from offshore drilling fees to be used in coastal towns and is currently not receiving its share. These funds, which range from $3 million to $32 million, could be a source of funds for the trail. Discussion
Paul Smith said officials at the wildlife refuge have agreed, since bicycles and pedestrians are currently allowed on the dirt roads in the refuge. ATVs are not permitted in the refuge and therefore would not have access to these trail segments.
How will emergency vehicles fire and ambulance—be provided for? Suggest MDOT supply local fire departments with four-wheel bicycles to ensure access to the trail at all points Paul Smith said the trail will be wide enough for a maintenance or emergency vehicle (EMS ambulance) and the bridges would be designed to support the load of these vehicles. Where will access to the trail, trailheads, and parking lots be located? John Balicki said in general, access to the trail will be at road crossings. Locations for parking, restrooms, and other access points will be identified with community input in the design stage. A dirt trail is not likely to be a year-round trail available to everyone. Suggest building a higher-quality trail that would not become a series of mud holes. There are examples in the area in which trails were ruined by ATVs. John Balicki said the proposed dirt trails would be done on an experimental basis in relatively short segments. MDOT would expect ATV users to help maintain the trails and keep them in good condition, and if the experiment is not satisfactory, the trail design would be changed. Paul Smith said that segments in wetland areas would be constructed to the specifications of the stonedust path.
How were costs estimated for sections through the bog? Paul Smith said some sections were assumed to need fill and others would need timber platforms.
Who is responsible for maintenance, which could be a significant cost? John Balicki said maintenance is an issue that has not yet been resolved. MDOT's bike path in Orono is 20 years old and has not had extraordinary maintenance requirements.
Is a railroad operator really likely to take over a line that is shared with a bike path 15 feet from the rail? John Balicki said the federal government allows states to develop their own standards and guidelines for rail-with-trail projects. Extensive research on rail-with-trail projects around the country has been done to determine what is a safe distance. The Maine Coast Railroad will be operating rail service with the Kennebec River Rail-Trail bike path soon. MDOT could provide the railroad with additional insurance.
My family is very exited about the trail. It would be worth spending some more money to get the trail off Route 1A so all types of cyclists would feel comfortable. John Balicki said they are looking for alternatives to Route 1A such as Eastern Avenue out of Brewer connecting to other back roads.
There is a lot of latent support for a high-quality trail, so MDOT should not always try to minimize the cost. Route 1A is a bad road for cycling.What is the decision-making process on trail design? John Balicki said MDOT is looking at alternatives to Route 1A in response to public suggestions. Cost is a major factor, and the goal of MDOT is to try to stretch dollars to build such a long trail.
Is MDOT assuming the railroad would be restored after the trail is built? Wouldn't the railroad equipment damage the trail? Paul Smith said the goal would be to coordinate the two projects, especially since they are managed out of the same MDOT division.
Don't wait for the railroad to be built to initiate the Downeast Trail. The railroad is a boondoggle and may never be restored. John Balicki said MDOT will not wait for rail restoration, whichever project gets funding first will proceed.
Is it necessary to close Spring Street to motor vehicles to accommodate the trail? Couldn't Spring Street be a "shared roadway" segment, allowing access to motor vehicles? Paul Smith explained that the rail right-of-way will not accommodate the bike trail, so using Spring Street is essential to completing this segment. Spring Street is a very narrow (13 feet wide), neighborhood street that suffers from the effects of cut-through traffic from Route 1A. Keeping it open for motor vehicles would not provide sufficient width for safe bicycle travel. He said the real issue is that the intersection of Route 1A and Oak Street needs to be improved so vehicles won't be tempted to cut through the neighborhood. Note: A resident added that MDOT has agreed to add another lane to Oak Street to alleviate the problem.
On the "shared road" segments, would there be any barriers to separate bicycles from cars? No, barriers are generally not provided and can be a hazard to motorists and bicyclists. Experienced cyclists are comfortable riding on a wide, paved shoulder. Pavement markings—a white line in this case—are very effective at keeping cars away from the shoulder area.
Consider working with environmental groups and organizations to route the trail onto land they own as a way to cut costs and create an easier route. John Balicki said other routes would be considered in the design stage of the project.
Next Steps John Balicki reviewed the schedule and next steps. This meeting is one of four public meetings being held throughout the corridor to review and discuss the proposed Downeast Trail. The Executive Summary of the feasibility study will be prepared following the public comment period and mailed to those requesting it. Once the feasibility study is complete, the next task will be to build support for the project, seek funding, and initiate design on a segment-by-segment basis. Creating coalitions to support the trail will be key to getting it constructed in a timely manner.
Maine Department of Transportation Downeast Trail Feasibility Study Public Meeting Date: Wednesday, March 22, 2000, 7:00 p.m.-9:00 p.m. Downeast Trail Feasibility Study Update John Balicki, Bicycle/Pedestrian Coordinator for the Maine Department of Transportation (MDOT), began the meeting with a brief review of the goals of the feasibility study, the status of the study, and an update of the state's policy regarding restoration of rail.
John Balicki noted that all the material presented tonight is available on the World Wide Web at bikerizzo.com. Purpose and Need for the Downeast Trail Sally Jacobs, chair of the Sunrise Trail Coalition, reviewed the history of the proposed trail, the idea for which hatched 10 years ago. The goal is to create a four-season trail that would serve both visitors and residents and would be the first segment of the East Coast Greenway, a proposed 2,000-mile trail from Calais to Key West, Florida. Goals of the trail project are to generate economic development in Downeast Maine by attracting some of the tourists visiting Acadia National Park as well as to serve local residents with recreation and transportation options. Description of the Downeast Trail Concept Paul Smith, project manager from Rizzo Associates, described the project and key findings from the engineering feasibility study.
Paul Smith said the proposed project was divided into 21 segments for analysis. Each segment was examined to determine the feasibility of building a trail alongside the railroad tracks. After identifying areas where a rail-with-trail project would be difficult to build due to land use, environmental, or topographic constraints, alternative locations for trails and on-road bicycle facilities were investigated. Rizzo identified four basic types of trail and roadway design for the Downeast Trail:
Stonedust or asphalt trails would generally be 12 feet wide on a gravel base. This high-end type of multipurpose trail would provide a surface compatible for all types of bicycles, pedestrians, and wheelchairs. Dirt trails would be built in the same way as the stonedust or asphalt trail with no gravel base and a surface of compacted earth. This trail would not be suitable for road or touring bicycles with narrow tires or wheelchairs. Dirt trails would be open to all-terrain vehicles, snowmobiles, and cross-country skiers except where currently prohibited within the Moosehorn National Wildlife Refuge. Shoulder bikeways would be created on segments of Route 1 and 1A by adding a paved shoulder of approximately six feet to both sides of the street. Shared roadway segments include potions of Route 214 and Charlotte Road near Ayers Junction. Roads with wide lanes or shoulders less than six feet wide would be designated as "shared roadways." Paul Smith described five types of trail construction that would be necessary along the 133-mile corridor: construction on level terrain or in utility corridors; construction at the bottom of the slope of an elevated section; major and minor berm widening; and timber platform. In the Brewer-Ellsworth area, the trail would be a rail-with-trail from Brewer to East Holden. At East Holden the trail would either follow Route 1A using a new, widened six-foot shoulder or it could follow a series of back roads part of the way, reducing the miles on Route 1A from 17 to about 2.5. Several locations, such as Phillips Lake and Green Lake, present problems combining the trail with the existing rail, and with no other options for roads, Route 1A will need to be improved and incorporated in the Downeast Trail system. Cost and Phasing Paul Smith said the total cost estimate for the Downeast Trail as proposed is $32 million. Rizzo divided the project into five phases: Phase 1(33 miles total, 22 miles of off-road trails): Includes segments from Ellsworth Falls to Ellsworth; Eastbrook to Sullivan; Whitneyville to Machias; existing dirt roads in the wildlife refuge; and snowmobile trails to South Street in Calais. Estimated cost: $5.6 million. Phase 2 (21 miles total, all off-road trails): Includes Ellsworth to Hancock; Hancock to Eastbrook; and Sullivan to Cherryfield. Estimated cost: $9.6 million. Phase 3 (22 miles total, all off-road trails): Includes the two segments from Jacksonville to Dennysville and Dennysville to Ayers Junction. Estimated cost: $ 8.2 million. Phase 4 (17 miles total, all off-road trails): This phase is one segment from Cherryfield to Jonesboro Station. Estimated cost: $4.7 million. Phase 5 (7.3 miles total, all off-road trails): This phase completes the Downeast Trail project with the Brewer to East Holden rail-with-trail. Estimated cost: $3.9 million. Paul Smith said the project is likely to take up to 15 years to complete, assuming the State of Maine continues to receive about $3 million per year in TEA-21 Enhancement funds, the main source of money for trail projects. He suggested that considerable cost savings could be achieved if cooperative arrangements could be made with the National Guard, local sports clubs and technical colleges. Sally Jacobs said the state is entitled to money from offshore drilling fees to be used in coastal towns and is currently not receiving its share. These funds, which range from $3 million to $32 million, could be a source of funds for the trail. Discussion
Paul Smith said the road would be widened to provide a shoulder for bicyclists.
Robert Wright of Machias recommended starting the trail in Calais. He suggested shifting the alignment to investigate using land near a very scenic pond. He noted there are some beautiful places between Jonesboro and Whitneyville. He supports trails everywhere! John Balicki thanked Robert Wright for his enthusiastic support and willingness to assist with the planning and design. When the project is under design, this area and others will be re-examined.
Was economic development potential considered when deciding the phasing sequence? Why not start the trail in Machias, because it is in the middle of the project area? John Balicki said the rationale for selecting the Ellsworth to Cherryfield segment was that it appears to have the best features for building support for the overall project. It was felt that this segment is the most scenic and would be likely to capture people going to Acadia. Once this piece of the trail is built, it is likely that people will advocate that more of the trail be completed, helping to leverage more funding. If the Federal Railroad Administration declares that its standards for rails-with-trails call for a 30-foot offset, would MDOT be able to adjust the trail design without significantly impacting the project? John Balicki said the FRA will not issue federal standards¾states may determine their own offsets. The FRA and other federal agencies are currently conducting a study of best practices for rails-with-trails which will include the Kennebec River Rail-Trail between Augusta and Gardiner, which will have a 10-15-foot offset.
Although many ATV and snowmobile clubs are good and responsible trail users, teenagers and other unaffiliated users are likely to rip up the trail. Snowmobile use would not be permitted in the more built-up areas, and it is expected that the snowmobile clubs would also help "police" the trails to provide a presence that would deter abusers. The first segment usable by ATVs would be considered a demonstration project that would be evaluated for its success. Depending on the results, the design of remaining segments could be changed.
Does MDOT have the legal authority to develop a rail-with-trail when the rail was bought for railroad use? John Balicki said MDOT's legal division has evaluated this and declared the dual use OK. Issues regarding liability are being worked out now for the Kennebec River Trail and will be a model for other rail-with-trail projects.
Consider using signage to educate people about the safety issues around rail-with-trail projects. John Balicki said signage and general education will be important to ensuring safety on the trail. What parameters did MDOT give Rizzo regarding environmental or social constraints in determining the preliminary alignment of the proposed trail? John Balicki said Rizzo was instructed to recommend the most feasible alignment that considered cost, environmental considerations, and restrictions on where the trail could cross the rail (at intersections only). The decision as to which side of the tracks the rail would be on was based on many factors, including wetlands and abutter impacts. When the design on the project begins, the designer and MDOT will work with the abutters and environmental agencies to evaluate the alignment options and determine which would have the least impact.
What are the maintenance issues with various surface types? John Balicki said dirt trails do not wear as well as stonedust or asphalt and would require more maintenance. Asphalt would have the least maintenance cost.
If the Atlantic Salmon is declared an endangered species, would this create a problem crossing rivers? John Balicki said the proposed river crossings would not impact the Atlantic Salmon.
Other comments The stretch from Machias to Whitneyville is an important segment to complete early. The Downeast Trail could be similar to the Appalachian Trail that runs from Georgia to Maine. When it first opened, 50 percent of it was on-road, and it took many years to develop the off-road trail. Also, the Appalachian Trail encouraged development of many spur trails and helped create a network of trails and paths. Next Steps John Balicki reviewed the schedule and next steps. This meeting is one of four public meetings being held throughout the corridor to review and discuss the proposed Downeast Trail. The Executive Summary of the feasibility study will be prepared following the public comment period and mailed to those requesting it. Once the feasibility study is complete, the next task will be to build support for the project, seek funding, and initiate design on a segment-by-segment basis. Creating coalitions to support the trail will be key to getting it constructed in a timely manner. Maine Department of Transportation Downeast Trail Feasibility Study Public Meeting Date: Thursday, March 23, 2000, 7:00 p.m.-9:00 p.m. Downeast Trail Feasibility Study Update John Balicki, Bicycle/Pedestrian Coordinator for the Maine Department of Transportation (MDOT), began the meeting with a brief review of the goals of the feasibility study, the status of the study, and an update of the state's policy regarding restoration of rail.
John Balicki noted that all the material presented tonight is available on the World Wide Web at bikerizzo.com. Purpose and Need for the Downeast Trail Sally Jacobs, chair of the Sunrise Trail Coalition, reviewed the history of the proposed trail, the idea for which hatched 10 years ago. The goal is to create a four-season trail that would serve both visitors and residents and would be the first segment of the East Coast Greenway, a proposed 2,000-mile trail from Calais to Key West, Florida. Goals of the trail project are to generate economic development in Downeast Maine by attracting some of the tourists visiting Acadia National Park as well as to serve local residents with recreation and transportation options. Description of the Downeast Trail Concept Paul Smith, project manager from Rizzo Associates, described the project and key findings from the engineering feasibility study.
Paul Smith said the proposed project was divided into 21 segments for analysis. Each segment was examined to determine the feasibility of building a trail alongside the railroad tracks. After identifying areas where a rail-with-trail project would be difficult to build due to land use, environmental, or topographic constraints, alternative locations for trails and on-road bicycle facilities were investigated. Rizzo identified four basic types of trail and roadway design for the Downeast Trail:
Stonedust or asphalt trails would generally be 12 feet wide on a gravel base. This high-end type of multipurpose trail would provide a surface compatible for all types of bicycles, pedestrians, and wheelchairs. Dirt trails would be built in the same way as the stonedust or asphalt trail with no gravel base and a surface of compacted earth. This trail would not be suitable for road or touring bicycles with narrow tires or wheelchairs. Dirt trails would be open to all-terrain vehicles, snowmobiles, and cross-country skiers except where currently prohibited within the Moosehorn National Wildlife Refuge. Shoulder bikeways would be created on segments of Route 1 and 1A by adding a paved shoulder of approximately six feet to both sides of the street. Shared roadway segments include potions of Route 214 and Charlotte Road near Ayers Junction. Roads with wide lanes or shoulders less than six feet wide would be designated as "shared roadways." Paul Smith described five types of trail construction that would be necessary along the 133-mile corridor: construction on level terrain or in utility corridors; construction at the bottom of the slope of an elevated section; major and minor berm widening; and timber platform. In the Brewer-Ellsworth area, the trail would be a rail-with-trail from Brewer to East Holden. At East Holden the trail would either follow Route 1A using a new, widened six-foot shoulder or it could follow a series of back roads part of the way, reducing the miles on Route 1A from 17 to about 2.5. Several locations, such as Phillips Lake and Green Lake, present problems combining the trail with the existing rail, and with no other options for roads, Route 1A will need to be improved and incorporated in the Downeast Trail system. Cost and Phasing Paul Smith said the total cost estimate for the Downeast Trail as proposed is $32 million. Rizzo divided the project into five phases: Phase 1(33 miles total, 22 miles of off-road trails): Includes segments from Ellsworth Falls to Ellsworth; Eastbrook to Sullivan; Whitneyville to Machias; existing dirt roads in the wildlife refuge; and snowmobile trails to South Street in Calais. Estimated cost: $5.6 million. Phase 2 (21 miles total, all off-road trails): Includes Ellsworth to Hancock; Hancock to Eastbrook; and Sullivan to Cherryfield. Estimated cost: $9.6 million. Phase 3 (22 miles total, all off-road trails): Includes the two segments from Jacksonville to Dennysville and Dennysville to Ayers Junction. Estimated cost: $ 8.2 million. Phase 4 (17 miles total, all off-road trails): This phase is one segment from Cherryfield to Jonesboro Station. Estimated cost: $4.7 million. Phase 5 (7.3 miles total, all off-road trails): This phase completes the Downeast Trail project with the Brewer to East Holden rail-with-trail. Estimated cost: $3.9 million. Paul Smith said the project is likely to take up to 15 years to complete, assuming the State of Maine continues to receive about $3 million per year in TEA-21 Enhancement funds, the main source of money for trail projects. He suggested that considerable cost savings could be achieved if cooperative arrangements could be made with the National Guard, local sports clubs and technical colleges. Sally Jacobs said the state is entitled to money from offshore drilling fees to be used in coastal towns and is currently not receiving its share. These funds, which range from $3 million to $32 million, could be a source of funds for the trail. Discussion
John Balicki said the cost estimate includes only off-road trail segments. MDOT is implementing its shoulder policy, working with the Regional Transportation Advisory Committees to prioritize roads needing shoulders and other improvements for bicycling and walking. All roads that will be part of the East Coast Greenway and Downeast Trail will be added to the list.
Why not use the railroad right-of-way where it is available and avoid using the road? Both Charlotte Road and Station Road attract a lot of speeding vehicles. John Balicki said there are wetlands on both sides of the tracks in some cases, leaving no room for the trail. Upgrading Charlotte Road to accommodate bicycles seemed the most prudent and straightforward way to travel through the National Wildlife Refuge.
Will hunting along the trail be permitted? John Balicki said the trail could be used for access to hunting in areas where it is currently permitted.
Will camping areas be developed along the trail? John Balicki said MDOT's mission does not include developing campgrounds, but private campgrounds could be created. As design proceeds on the trail, the issue of campgrounds and associated facilities will be addressed in detail.
Will any rail be removed? No.
The estimate indicates the cost per mile of the trail seems high. John Balicki said the estimate is in line with similar rail-with-trail projects around the state. Rail-with-trail projects are typically more complicated than rail-to-trail projects and consequently cost more.
What funding is available to build the trail? Federal TEA-21 Enhancements funds are the most reliable source of project funds. Because the state receives only $3 million per year, other funding sources will need to be identified. Segments of the proposed trail that would be open to ATVs could not be built with Enhancements funds but could use funds from the TEA-21 Recreational Trails Program
How would the trail be maintained and patrolled for security? John Balicki said management and maintenance issues will be worked out during the design stage.
What are the trail's estimated economic benefits? MDOT will be conducting a study this year of the economic benefits of trails in general. There are data that show bicycle touring has major economic benefits. In Vermont, bicycle touring is a more lucrative business than the maple sugar industry. Maine could capitalize on bike touring in a similar way. Sally Jacobs noted that Canada estimates users of the 126-mile Edmundston bike trail spend about $50 per day.
Historically, ATV and non-motorized modes haven't mixed well. Why is MDOT pursuing this? John Balicki explained that the ATV and snowmobile clubs bring a great deal of expertise and constituent support for trails. Allowing ATVs would be done on an experimental basis and could be discontinued.
There are already hundreds of miles of logging roads. Why not use these for bicycles s they could be segregated from ATVs? Logging roads and other dirt roads could become important connector trails to the main Downeast Trail
Would the trail be closed down if an eagle in the National Wildlife Refuge wanted to build a nest along the trail? Bob Peyton, Moosehorn National Wildlife Refuge, and Lee Sochasky, St. Croix International Waterway Commission, said that since the trail would follow existing transportation corridors sand not introducing a new facility in previously undisturbed land, there would be no problem.
Eastport is a major tourist draw. Have you considered creating a spur to Eastport? John Balicki said MDOT has not considered a spur to Eastport, but local groups may want to. Native American groups are looking at trails along the right-of-way from Ayers Junction to Eastport. Sally Jacobs agreed that connections to Eastport are important and requested that shoulder and roadway improvements in Eastport be added to the MDOT priority list.
Other comments A trail connection from the National Wildlife Refuge to Calais downtown would help promote the planned Calais Heritage Center. The National Wildlife Refuge currently has about 20,000-25,000 annual visitors. This is a great idea, but there is a lot going on in one corridor¾rail, bike, ATV, snowmobile. It would be great to have a piece of trail in place in the Calais area in 2004 along with the heritage center for the event marking the anniversary of the first French settlement in the United States. A critical mass of events is critical to drawing tourists. s
Next Steps John Balicki reviewed the schedule and next steps. This meeting is one of four public meetings being held throughout the corridor to review and discuss the proposed Downeast Trail. The Executive Summary of the feasibility study will be prepared following the public comment period and mailed to those requesting it. Once the feasibility study is complete, the next task will be to build support for the project, seek funding, and initiate design on a segment-by-segment basis. Creating coalitions to support the trail will be key to getting it constructed in a timely manner. |
