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HomeMy WebLinkAboutMeadow Creek Pky Fin Rep May 01FINAL REPORT MAY 2001 CREDITS The authors wish to thank all of those who have contributed to the information, content, and conclusions of this document: Albemarle County Staff Committee Jack Kelsey--Chief of Engineering Sally Thomas--Board of Supervisors Dennis Rooker--Planning Commission Pat Mullaney--Director, Parks & recreation Wayne Cilimberg--Director, Planning & Community Development David Benish Chief, Planning & Community Juandiego Wade--Transportation Planner Albemarle County Planning Commission Virginia Department of Transportation Meadow Creek Parkway Design Advisory Committee Consultants Jones & Jones Architects and Landscape Architects--Seattle, Washington Grant Jones-- Principal-in-Charge Charles Scott--Project Manager Nate Cormier--Project Landscape Architect David Sorey--Project Landscape Architect Mark Ellis Walker--Production Okerlund Associates--Charlottesville, Virginia Gary Okerlund--Principal H.W. Lochner, Inc.--Richmond, Virginia CONTENTS existing reports and plans landscape character project vicinity existing site conditions site suitability preferred alternative arrangement of land uses transportation corridor concept urban development concept parklands concept simulations cost estimates INTRODUCTION BACKGROUND Beginning in 1967, the Virginia Department of Transportation (VDOT) proposed the development of a new north-south arterial at the northeast edge of Charlottesville. Initially named the Mclntire Road Extension, the new road was intended to improve access to downtown Charlottesville, provide an alternative to Route 29 North, and relieve traffic volume on local residential roads and streets. In 1979, following a series of design studies, a corridor was selected for the new road. Approximately 2 miles in length, the road corridor consisted of two segments; the first segme~ lay within the city limits of Charlottesville and traversed Mclntire Park between SR250 and Melbourne Road, while the second segment lay on undeveloped land along Meadow Cre, in Albemarle County between Melbourne Road and Rio Road. As the route for the new road coalesced, and as funding was secured, the project came to be identified as Meadow Creek Parkway. Initially envisioned as a four-lane divided road with limited access, the City of Charlottesville resolved in the early 1980s that the road should be designed as "a true parkway which would follow the contours of the land." Through subsequent years of design and debate, the City placed other stipulations on the design of the new road, including a lower6 design speed, use of an urban (curb and gutter) cross-section, consideration of a 2-lane versus 4-lane design, provision of separated pedestrian trail, and road engineering for passenge vehicles only. Continued debate over the need and design for the road finally prompted the City of Charlottesville to commission a study in early 1999 to evaluate alternative design approaches for Meadow Creek Parkway and to better convey to VDOT the City's preferences. The study, referred to as the Rieley Report after the planning firm which prepared it, primarily focused on the design of the Parkway for the City's portion of the project, through Mclntire Park from SR250 to Melbourne Road. Various alignments and lane configurations (2-lane, 3-lane, and 4-lane divided and undivided) as well as the VDOT design were compared. Alignment and design recommendations in the Rieley Report were based on design principles that have been applied to other parkways and scenic roads. Design guidelines for the Parkway included the careful coordination of horizontal and vertical alignment to create a pleasing 3-D line, incorporation of transition spiral curves for safety and aesthetic value, use o minimum pavement widths, and variable side-slope grading to blend the road cut and fill slopes with the adjacent terrain. In short, the Rieley Report promoted a design for the Parkway that was sensitive to the Mclntire Park setting and blended wi1 the terrain to ensure minimal impacts upon the park resource: The Report also recommended that the linear park setting for the road needed to continue north of Melbourne Road over the County's portion of the project to Rio Road. In early 2000, following the City's initiative, Albemarle County decided to commission a study for their portion of the Parkwa The report presented here is a culmination of a process whereby design options for the Parkway were evaluated in conjuction with concepts for urban and park development. 2 PARAMETERS The purpose of this project is to develop design recommendations for a 2-lane parkway and adjacent park and urban development areas along a corridor of land between Melbourne Road and Rio Road in Albemarle County, Virginia. The corridor occupies mostly undeveloped land flanking a stretch of the Meadow Creek just outside the northeast city limits of Charlottesville. The corridor adjoins the north end of Charlottesville's portion of the parkway between SR250 and Melbourne Road. The overall vision for the project is that it be true to the idea of a "parkway," joined with the creation of a linear park which acts as the framework for a scenic road. This type of vision has guided the development of the finest national parkways. The park simply cannot consist of planter strips or buffers along the road; rather, it must have sufficient capacity and area to support recreation and preserve natural features as well as provide a setting for the parkway. Additionally, the park needs to provide connections and linkages to other parks and open space areas and accommodate an extension of the Rivanna Trails System. This study is also being conducted to suggest design concepts and strategies for areas in the corridor that possess potential for urban development. Design concepts for these areas must be consistent with the principles for density, mix, connectivity, etc. set forth by the Albemarle Development Steering Committee (DISC) report. The County's Comprehensive Plan and other city and county planning documents also have influence upon the development concepts. In defining the urban concepts, continuous open space along the Parkway must be preserved to maintain the linear park atmosphere. Integration of park and open space throughout the urban development areas are also important project objectives. While the park and urban development elements are important components of the project, this study considers the design of the Parkway to be the most pressing issue and the one requiring the greatest level of resolution. The Parkway design is required to be based on state-of-the-art techniques and practices for parkway and aesthetic roadway design. Equal attention must be given to AASHTO and VDOT design standards and safety requirements. The Parkway portion within the County also needs to mirror the characteristics established in the Reiley Report for the City's portion of the parkway, including: · coordination of the horizontal and vertical alignment to create a pleasing three-dimensional line · use of a 35 mph design speed · integration of stormwater management concepts into the road design · incorporation of spiral transition curves · use of variable side slope grading to blend cuts and fills for the new road into the adjacent terrain. Additionally, the MPO Meadow Creek Parkway Design Advisory Committee established design criteria for the project which are included in Appendix E. These criteria, while fairly detailed and explicit, are utilized as general guidelines for this study and do not include detailed analysis or response. Throughout the course of the project, the progress and findings of the study were reviewed during meetings with the Albemarle County Engineering and Planning Departments and the Planning Commission. These periodic review meetings provided the Consultant team with additional information about other issues in the study area and allowed the County an opportunity to have input on various issues and approval on the direction of the project. PROCESS The design process for this project began by concurrently looking at the characteristics of the land and collecting and reviewing planning studies relevant to the project. Following this, the design team developed alternatives that illustrated a range of values and approaches in response to various issues and project requirements. Finally, as a result of collaboration with the community, an optimal design was created. October 2000. The design team of Jones & Jones, Okerlund Associates, and Lochner Engineers visited Albemarle County to discuss goals for the project, investigate the project site and site vicinity, and collect existing reports and plans. The design team synthesized observations and existing materials. December 2000. The design team returned to review and discuss their analysis of the project vicinity and existing site conditions. This analysis formed the basis of a site suitability diagram that described the best use of various landscape units within the project area. The design team also presented a number of transportation corridor design precedents. The impact of the transportation corridor on the urban development and park areas were identified for further study in conceptual alternatives. The design team examined a range of parkway alignments and their implications for the development of urban neighborhoods and park and open space areas. January 2001. The design team returned to present three alternative parkway alignments and urban development approaches. Alternative A explored building the parkway further west to create more continuity for the urban development and parkland areas. Alternative B was similar to the proposed VDOT alignment. Alternative C explored moving the transportation corridor to the west side of the CATEC high school. In the end, Alternative A was recommended by the design team and approved by the County as the direction for further refinement. The design team refined the parkway alignment and urban development approach of Alternative A. The design team also developed a parklands strategy that included investigation of the impacts of urbanization upon Meadow Creek and techniques for restoring and protecting the creek. March 2001. The design team returned to present and discuss a draft recommendation for the parkway, urban development area and parklands. The parkway alignment was resolved in greater detail and strategies for the urban development and parklands were illustrated. The design team finalized the recommendations for the parkway, urban development, and parklands. Simulated views of the parkway, cost estimates, and an implementation strategy were developed for inclusion in this report. ANALYSIS RESEARCH Research and data collection for this study included a full review of existing planning reports and materials related to the project site. County staff were instrumental in assembling the required documents and digital files. Materials collected and reviewed include the following: Existing VDOT and City data for the county and city portions of the parkway. The Rieley Report Horizontal and vertical alignments · Topographic mapping · Typical road cross-sections Bridge elevation and design data Mapping related to the project site. Digital mapping including 5' contours, structures and vegetation · Property lines, parcels and owners · 100-year flood boundary · SCS soil survey Wildlife habitat & migration maps · Orthophotos, 1996 and 2000 · Oblique aerial photography · Surveyed location of 24" diameter & larger trees Gas and sewer utility information Mapping and plans related to the project vicinity. Albemarle County Comprehensive Plan · City of Charlottesville Comprehensive Plan · The City as a Park: A Citizen's Guide to Charlottesville Park The DISC Report Rivanna Trails Foundation's "Rivanna Greenways Trails" University of Virginia (UVA) Strategic Plan for Water Resources Management · South Fork Watershed Study · Rivanna River Basin Project "State of the Basin 1998" UVA Thesis, "Meadow Creek- A Model for the Future" · Bicycle Plan for the City of Charlottesville and Albemarle County · County GIS Mapping for community facilities, comprehensive plan development areas, comprehensive plan land use designations, greenways, hydrography, major residential development, major river & home watersheds, parks and recreation, physiographic provinces, registered historic properties & districts, scenic resources, and wetlands · USGS topographic mapping 4 PROJECT VICINITY PROJECT VICINITY ALBEMARLE COUB'l",f LAND USE PLaN RIVANNA GREE#WAYS TRAILS Meadow Creek Parkway County of Albemarle, Virginia The Meadow Creek Parkway project is located in a growing area of the Charlottesville metropolitan region that is identified in the Albemarle County Comprehensive Plan for promotion of higher density mixed-use development. Within this growing metropolitan region, Meadow Creek Parkway has the potential to connect existing open space, parklands, habitat, and trails to create an interconnected and expanded park and trail system for Charlottesville and Albemarle County. With its location and natural resources, the Meadow Creek Parkway project stands to be an important environmental educational tool for nearby schools. In addition to the University of Virginia, there are four high schools and an elementary school in the project vicinity. EXISTING SITE CONDITIONS FEATURE An early step in this study involved conducting an inventory and analysis of existing site conditions and features. This process required the mapping of obvious physical elements such as vegetation, creeks, and utilities as well as delineating less discernable features such as viewsheds, the lO0-year flood plain, and slopes over 30%. The analysis was essentially a process of looking closely at the land, understanding what it was in the past and the reasons for its current conditions, and its limitations and opportunities for future land uses. Initially, site features which were considered relevant to the planning of the urban development and park areas as well as the transportation corridor were mapped. The site was then divided into seven distinct units; these units consist of landscape elements and characteristics that give one a sense of being in a contiguous area with distinctive qualities. LEGEND woooEo unet'VELOt~a uum EXISTING CONDITIONS AND FEATURES SITE & ADJACENT AREAS ROLLING UPLANDS - OPEN -Geetly retlMg t~rain et paraHet -Open pasture~agdcettuN nn uppm' ridges -Wwls; I~ht Im~ on steeper depas -Beautiful dletant flem to weet nnd seuth -Geed expseum Ind ~eldele aseess potential hQm Rle Road WOODED HIGHLANDS & OLD RAILROAD GRADE -Ne expasure ot vehicle accese fl~m ¢lm, entF/used as hail -Wildlife habitat -HIll rep ridge buffers railfead UPLANDS - WOODED MEADOW CREEK BOI'I'OM LAND -Veblele aeem - e.n~etly reWleted; Ilndted e~ dlfltcult pMmflJal accass ,-Ne exposure or vetdcle at.se from -Cmmmmnn to 6mnbd~ Park (City) RAVINE SLOPED HILLSIDE -Saepe to Ueadew Creek -WOMIMI - paWal~ buff~ed vtem -- SCHENK'S BRANCH CONVERGENCE -UeM bm~ and tteas -Tall antenna and gm/~ms Meadow Creek Parkway County of Albemarle, Virginia OKERLUND ASSOCIATES LOCHNER 6 SITE SUITABILITY The landscape units identified in the Existing Conditions and Features analysis were evaluated in terms of their suitability for the following three land uses: urban development (residential and commercial), park and open space, and transportation corridor (e.g. roadway, light rail, commuter bike path). In the following summary of the Suitability Analysis, the landscape units are grouped according to the land use that they can accommodate. SITE SUITABILITY PROJECT AREA ROLLING UPLANDS - OPEN Suitable fer: · BESIDBI11AL AIlS COMMERCIAL DEV~LOPMEIIT - PAIE/~I~N SPACE; IIIIIMA PRESERVATION · TPJUISPORTA11011CORRIOOII MEADOW CREEK BOTTOMLAND Suitable for:. - STOIIMT/ATEII HTBIlION, IIEI~ REMEDIA110 · WEITAIID IIESTORA110N · HABITAT PflESEBVATIONAiEST01MTi0N · OPEN SPACE/TRAIL NETWOBI( CONIIECT1V11~ WOODED HIGHLANDS Suitable for: · TRANSPOliTATION COllOOR · WlLOUFE HABITAT + ~{I vl~m STEEP HILLSIDES & RAVINES Suitable for: · VIEW BUFI~JtS * RIfNOFF ACATHIENT · HABITAT · 0FEN SPACE/TRAiL NETWORK CONIECTIVTIY -- ROLLING UPLANDS - WOODED Suitable feK · 11L41L CONNECTIVITY Meadow Creek Parkwa County of Albemarle, Virginia OKERLUND ASSOCIATES LOCHNIEI~ 8 Site Features The Existing Conditions and Features map depicts the following elements within and adjacent to the study area: Existing Greenspace: areas that are wooded and undeveloped · Existing Recreational areas: parks, athletic fields, golf course, and trails · Steep Slopes: where the land slopes at 30% or greater · lO0-year Floodplain: areas that may be under water after a major storm · Meadow Creek and its tributaries An existing abandoned railway bed (currently used as a walking/running/biking trail) · Other existing trails Existing structures: schools, houses, apartments, businesses, etc. · Roads and driveways Southern Railroad tracks · Promontories which afford panoramic views over adjacent terrain Landscape Units The following is a description of the seven landscape districts that were identified in the Parkway corridor: Rolling Uplands--Open The northern portion of the site (south and east of the Charlottesville-Albemarle Vocational Technical School) consists of gently rolling terrain with parallel ridge tops and draws. The ridges and moderate side slopes are generally free of trees and are currently used as pastureland. Steeper slopes and draws near Meadow Creek are lightly to moderately wooded and likely provide wildlife habitat. Distant views to the west and south are afforded from the ridge tops. The scenic quality of the rolling pasture land in this unit is very high. It has good exposure and access potential from Rio Road. Meadow Creek Bottomland This is a Iow-lying floodplain which is bordered by Meadow Creek on the east. It is a lightly wooded riparian zone and is depicted on the map by the limits of the 100-year floodplain. The channel of Meadow Creek is highly degraded and scoured from heavy flood flows caused by upstream development. A trail next to the Creek receives moderate use and is a quiet refuge within this developing urban area. There is a potential path connection to the northwest leading to Greenbrier Park, provided a larger culvert could be constructed beneath the railroad tracks. This area is also not accessed from existing streets. Signs of wildlife are visible throughout the bottomland. Wooded Highlands & Old Railroad Grade This landscape unit is bounded by railroad tracks to the west, Meadow Creek Bottomland to the east and north, and high school athletic fields to the south. The land generally slopes gently up from the floodplain to the railroad tracks. An abandoned railroad bed, currently used as a recreational trail, is benched into the hillside. The slopes are mostly moderate, with some steeper areas. The hill is lightly to moderately wooded with scattered large trees, allowing for filtered views of adjacent areas. This secluded area is neither exposed to nor directly accessible from any existing thoroughfares or local streets. There are indications that the area is habitat to a number of animals--during one recent traverse, a surveyor was startled when he suddenly came within a few steps of a group of four deer. Rolling Uplands - Wooded This unit extends from the high steep slopes east of Meadow Creek to Rio Road. The wooded uplands have been partially cleared in order to accommodate several housing developments and apartment complexes. Portions that have been left wooded generally are part of elongated private tracts associated with existing older homes. Access to this area is from Rio Road. Ravine A number of small tributaries branch from Meadow Creek. These drainages have created moderate to steeply sloped ravines that are generally wooded, with good scenic value. These ravines have little or no access due to the severity of their slopes. Steeply Sloped Hillside Rising up along the east side of Meadow Creek, the wooded slopes of this area help to buffer views of the apartments on the uplands above from the trails along the creek. The slopes here are greater than 30% and would be highly susceptible to erosion from any type of disturbance. Schenk's Branch Convergence This is a Iow-lying floodplain associated with Schenk's Branch--a tributary to Meadow Creek that flows from the south through Mclntire Park and Golf Course. Light brush and trees allow for contained views within this small basin. Traffic noise from both Rio and Melbourne Roads, as well as a large antenna and guy wires, detract from the natural qualities of this area. Transportation Corridor For the purposes of this Suitability Analysis, the transportation corridor land use was seen as a multi-modal corridor capable of accommodating the 2-lane Parkway and bike and pedestrian paths as well as future bus-only lanes or a light rail commuter line. Only the first two landscape units listed below have characteristics favorable to a corridor containing car, bus, and train transportation modes. The other landscape units are suitable for only pedestrian and bike paths. Rolling Uplands - Open Mostly open, un-vegetated areas Must cross steep slopes to access this area from the south Wooded Highlands & Old Railroad Grade Gently to moderately sloped terrain Existing trail can potentially have more connections to greater trail network Meadow Creek Bottomland & Schenk's Branch Convergence Pedestrian trails only Steep Hillsides & Ravines Pedestrian trails only Rolling Uplands--Wooded Opportunity for connections to greater trail network and neighborhoods Urban Development The first two landscape units listed below were determined to have characteristics capable of supporting urban development. The third unit (Wooded Highlands) was seen to have some characteristics suitable for urban development but also has several limitations to development. Rolling Uplands - Open Large, contiguous area with slight to moderate slopes Panoramic views from high vantage points Good access and exposure from Rio Road Rolling Uplands--Wooded Good access from Rio Road Slopes are slight to moderate Wooded Highlands & Old Railroad Grade High ground at moderate slopes Good scenic value with views of Meadow Creek Limitations to development: · No current access, and future access from Parkway would not be permitted · Some steep slopes · Potential fragmentation (proposed roadway would bisect portions of area) · Close proximity of railroad Park and Open Space Alt of the landscape units have characteristics suitable for park and open space. Certain units, however, have a preponderance of sensitive natural resources that are easily damaged or restrictive to urban development. These units gain high priority for park and open space since these uses result in less disruption of sensitive natural systems. Rolling Uplands - Open The majority of this area is currently undeveloped Picturesque terrain High scenic value Meadow Creek Bottomland & Schenk's Branch Convergence (High Priority) Picturesque natural area Existing recreational trail system, with potential for more Opportunity for storm water detention, retention and water quality enhancement Habitat preservation and restoration Wetland restoration Environmental education opportunities Wooded Highlands & Old Railroad Grade Currently used as recreational open space Existing recreational trail Existing wildlife habitat Steep Hillsides and Ravines (High Priority) Existing green spaces that also function as view buffers Existing wildlife habitat Runoff abatement Potential for light trail development and pedestrian links Suitable for resources preservation Rolling Uplands - Wooded Potential for development of recreational trails Connectivity to greater trail network and adjacent neighborhoods Potential for green space/open space enhancement in the form of small neighborhood parks ALTERNATIVES The Suitability Analysis went a long way toward determining the capability of the various site areas to support certain land uses. However, there still remained considerable variation in where the road might be located and how the park and urban development areas would lay out. The relationship of the three elements--road, park, and development areas--will be vital. The placement of the road will have a pervasive effect on the character and quality of the other two components, so it was important to look at various options for the road and its relationship to the park and urban development areas. Several roadway, park, and urban development configurations were considered, and three proved viable and worthy of further study. The following is a description and comparison of the Alternatives A, B, and C as well as the proposed VDOT alignment. VDOT ALIGNMENT The VDOT design for the Parkway has been incrementally refined over the years in response to ongoing comment from County and City officials and the local community. The current proposed VDOT alignment avoids man-made features in the corridor, including the high school athletic fields, CATEC facilities, railroad line, and existing upland housing development. The proposed alignment takes a "path of least resistance" over natural terrain features in the corridor, thereby reducing the need for large cuts and fills through the hilly topography. Where the alignment approaches Meadow Creek, a fill berm would be required through the flood plain to carry the proposed roadway above the 100-year flood elevation. At the crossing of Meadow Creek, an open span bridge structure of approximately 230 feet in length is proposed. North of the bridge, through the area proposed for urban development, the alignment travels up through a wooded ravine, gaining elevation as it approaches the tie-in to Rio Road. After studying the VDOT alignment, the design team identified a number of liabilities linked to the plan. The southern portion of the alignment, which consists of linked curves, would result in a road that responds to the rolling topography. However, fairly long tangents proposed off both ends of the bridge would appear incongruous or out-of-sync with the curvilinear segments of the road. Additionally, the bridge span and fill berms are perhaps longer than they would need to be if the alignment crossed a narrower reach in the floodplain. Another liability of the VDOT alignment, which unfortunately the VDOT did not have the benefit of studying, is that the proposed road travels through the middle of the proposed urban development area in the northern portion of the corridor. As a limited access road, the VDOT alignment would significantly limit vehicle and pedestrian connectivity and linkages within this developed area. Following this analysis, the design team evaluated three roadway alternatives, which are outlined on the following pages. ROADWAY Overview Within the study area from Melbourne Road to Rio Road, three roadway alternatives were evaluated. All alternatives were seen to lie within the following three landscape units: 1. Schenk's Branch Convergence: All roadway alternatives will need to cross an existing baseball practice field and curve to pass around a formal fenced baseball field farther north. The roadway must allow room for narrow service access along the outside of the baseball field fence. At the same time, the roadway cannot move too far to the east without requiring extensive filling of the Meadow Creek Bottomlands. 2. Wooded Highlands: One alternative roadway alignment crosses this area at a lower elevation, near the abandoned railroad bed; another gradually ascends the highlands farther west, closer to the existing railroad, thus allowing more room for contiguous open space and habitat preservation near Meadow Creek. ALTERNATIVES 3. Open Rolling Uplands: Three distinct alignments were developed for this area: Alternative A crosses the steep hill close to the existing railroad berm over Meadow Creek and continues up the ravine east and southeast of the CATEC school. This alignment travels along the west edge of the proposed urban development area. Alternative B is similar to the route developed in the VDOT proposal. It traverses the wooded ravine south and east of the existing farmstead and would pass through the middle of the proposed urban development area. Alternative C crosses the steep hill near the existing railroad (as in Alternative A) and continues north fairly close to the rail line, passing along the west side of CATEC and a church before intersecting with Rio Road. ALTErNATiVE A The Site Suitability Analysis suggested that the Open Rolling Uplands are well suited for urban development. Rather than bisect this parcel, the Alternative A alignment travels around the west edge of the proposed development area. It crosses Meadow Creek near the existing railroad culvert, where the creek valley has been filled to create a high berm carrying the railroad tracks over the creek. Construction of a roadway bridge here would consolidate bridge disturbances to Meadow Creek in one location and would create an opportunity to improve the severely degraded creek channel below the railroad culvert. ~.~ The Alternative A alignment allows a contiguous area of parkland and open space to be created across the wooded highland and Meadow Creek bottomland. It also crosses Meadow Creek at a point where the floodplain is narrower than suggested in Alternative B. This will presumably allow Alternative A bridge to be shorter in length than Alternative B bridge. Visual intrusion of the bridge into proposed park areas along Meadow Creek will be less for Alternative A than for Alternative B. There are two slight disadvantages associated with Alternative A roadway alignment. First, the steep hill to the north of the proposed creek crossing would be cut through in order to keep the road at a comfortable gradient. The cut, however, would not have to appear as a scar upon the land. It would occur on a curved section of the proposed alignment and could be blended into the existing topography ~'i/~ and re-vegetated so that it would appear as a natural landform. In addition, the view to the west from the bridge in Alternative A will be of the railroad berm. Trees planted between the bridge approaches and the Southern Railroad will help soften the severity of the berm. Urban Development Concept: The Alternative A parkway alignment skirts the edge of the urban development area, thus creating an available "critical mass" of approximately 40 contiguous acres --an area that can support a compact, walkable, mixed-use community. The Alternative A development concept concentrates commercial development on two high points on the site with lower intensity residential development extending outward from these centers. This enables uninterrupted pedestrian and vehicular circulation between the centers with major vehicular access from Rio Road at points north and south. The ravine and draw that bisect the site allow lower intensity development (in the draw) transitioning to park and open space (in the deeper ravine). Within the development area, pedestrian-oriented streets, parks, and squares will e n h a n ce wa I ka b i lity a n d co n n e ct i v ity bet we e n co m m e r c i a I, re si d e n ti a I, and recreational areas. Pedestrian circulation linkages beyond the site would include access to CATEC, via a bridge over the parkway with possible connections to the hike/bike trails paralleling the parkway as well as access to any future transit line whether along the parkway or on the existing railroad line. Within the development area, connections to parks and open space would occur via the trail system mentioned above. Opportunities also exist to extend pedestrian linkages to the southeast through existing neighborhoods and future development areas. Pedestrian links from the development area across Rio Road would provide access to existing and potential recreation resources to the east including Pen Park and the Rivanna River. Careful attention would need to be given to providing safe and convenient pedestrian and bicycle crossings of Rio Road. By providing compact and connected development patterns, opportunities are created to maximize open space and view retention both along Rio Road as well as southward down the slopes and ravines to the Meadow Creek corridor. ALTERNATIVE Alternative B alignment follows a "path of least resistance" across the wooded highlands down to Meadow Creek and up through a wooded ravine into the Open Rolling Uplands to intersect with Rio Road. The route effectively bisects the uplands area, an area that has been determined to be suitable for urban development. Alternative B thereby potentially creates two fragmented development areas rather than one continguous community. Additionally, while Alternative B may require slightly less earthwork than Alternative A, Alternative B passes through a broader stretch of bottomland and a wooded area north of Meadow Creek which would result in the loss of a greater number of trees than Alternative A. As mentioned above, the bridge location for Alternative B would diminish the park user's experience by having a roadway and bridge located in the midst of the proposed park area. Urban Development Concept: The urban development concept for Alternative B shares some of the characteristics of Alternative A. The major difference between them is that the Alternative B parkway bisects the development area, thus losing continuity and reducing the available "critical mass" that can support a true compact, mixed-use community. The developable land area resulting from Alternative B would be more attractive to "single use" developments on individual parcels rather than a mixed-use development. Alternative B allows concentrated development on the two high points of the site with lower intensity development to occur outward from these centers. The draw or large drainage swale through the site is traversed by the Parkway in Alternative B. Thus the Parkway effectively divides the development area into two pieces. A bridge over the parkway could provide a vehicular and pedestrian connection, but it would lack continuity of activity. The parkway's more central location, however, makes access more direct to the hike/bike trails paralleling the parkway, as well as to any future transit along the parkway. The centrally located parkway corridor also reduces the visual impact of open space and view retention southwestward down the draw to the Meadow Creek corridor. The parkway route for Alternative C is basically the same as for Alternative A from Melbourne Road to slightly beyond the Meadow Creek bridge. From there, after ascending the steep hill, the route stays close to the railroad tracks and passes along the west side of the CATEC school and the church at Rio Road. The terrain in this area is quite varied and steep, and constructing a road here would require extensive re-grading. This regrading would necessitate the removal of most of the vegetation in the area and possibly some modification to the church parking lots. It would be difficult to maintain a "parkway" feel through such a constricted area with little room for vegetation. It was also determined that, should it be required in the future, constructing an additional two lanes would be nearly impossible along Alternative C without significant additional impacts to the CATEC school and the existing church. Although the Alternative C alignment met Rio Road with a simple "T" intersection, it was concluded that this alternative would generally not meet the goals of the project, and it was excluded from further consideration. Urban Development Concept: Alternative C development concept, where the parkway corridor passes to the west of CATEC, parallels the Norfolk Southern Railroad tracks, and intersects Rio Road, is similar to Alternative A. Its additional characteristics include minimal encroachment on site ravines and the swales, thus protecting open space corridors and providing a direct, uninterrupted link to CATEC. However, access is less direct to the hike/bike trails paralleling the parkway and to any future transit along the parkway. Also visual, noise, and environmental intrusions of the parkway are more severe on CATEC and the church. 14 PLANNING DESIGN CRITERIA The project scope and design criteria, as well as various other planning reports and studies, suggested a range of values or approaches to the parkway, urban development, and parklands. A matrix was constructed to compare the three alternatives in terms of the identified values. Parklands Parkway Evaluate potential as a linear park Capacity to support recreation, maintain and enhance ecological integrity and rural and historic quality Protection of natural and historic resources: ...smallest possible negative impact on natural and historic resources such as water, air, soils, wildlife and their habitats, archeological and historic sites. Particular care should be taken to protect Meadow Creek and its tributaries... Landscaping...should reflect a park-like setting, create a gateway setting, respect and reinforce existing natural settings, be pleasing in all seasons, screen and preserve certain views, be Iow maintenance, etc. A ~ A ~ A ~ Two-lane parkway, within a right-of-way to accommodate a four- lane divided parkway, along its entire length. Consideration for the current VDOT alignment, Roadway scenario shall link historic, cultural and scenic elements; shall provide a geometry that is sensitive and reflective of the natural terrain and is adjusted to minimize the impact to the inherent and visual quality of the existing landscape; shall provide smooth flowing alignment without abrupt changes; shall provide cross-sections that are blended into the existing terrain. The excavated roadway roadway should incorporate smooth rollir shoulders and slopes, The Parkway should enhance efficient traffic movement and appropriate capacity for current and projected needs... Bicycle and pedestrian paths, with safe crossings and tie-ins to existing facilities and trails should be provided. Safe pedestrian and bicycle crossings should be assured at all intersections, Objective: Maintain the visual integrity of all of AIbemarle's Urban open spaces objective: recognize the value of urban open spaces (including among others: greenways, greens, squares...) as a structuring element in emerging urban areas, and as part of a larger network of urban open space which may be linked to the rural open space system. Greenways objective: establish a countywide network of greenway trails for conservation, recreation, transportation, and education throughout Albemarle County and linked to City trails. roadways. Roadways are important to protect for the impression that they convey to residents and visitors alike. Design standards should be used tohelp maintain the visual integrity of all roadway: Scenic roadways...offer scenery representing the best of Albemarle's varied terrain, water features, forests, agricultural use and architectural and landscape design heritage. The appearance of urbanizing corridors such as Route 29 North is specific concern. Route 29 North serves as a major entrance and travel route through the community...Areas of intensive land use require a design vision to ensure that future development is compatible with the County's natural beauty. A A parkway is not a road, even a beautifully landscaped road. A parkway is a linear park that contains a scenic road. If you don't have a park, you don't have a parkway. The City as a Park: A Citizen's Guide to Charlottesville Parks Vision: recognizes the park as a system; it also acknowledges that which is special in each park, Sustainability: every place ultimately connects to our region's natural systems. Maintenance: sustainable parks require less money...there are sensible and sustainable means of reducing the cost of parks maintenance. There is a strong desire to build connections between parks through a greenbelt and trails system. Safe connections between parks and adjacent neighborhoods are seen as a necessity; there is a need to provide suitable pedestrian access for local residents. There is interest in providing a diversity of plantings for environmental education, Stormwater runoff and drainage are a problem. There is a need for bank stabilization throughout the city. Parks should embody sustainable principles. Public lands should be developed as a system. Park sites should be both a recreational and educational resource. DISC Report Parks and open space should be understood on a civic and environmental scale, The Greenway should extend between villages and neighborhoods as well as through them, connecting the countryside to urban parks and squares. The Commons is a public park of 2-5 acres that is clearly defined, possibly irregular in shape, and available for civic gatherings and unstructured recreation, A Commons may be designed around an existing natural feature such as a wetland or pond, a stand of mature trees or even a knoll or swale. A Commons may incorporate stormwater retention. Alt schools can be connected to Greenways, Greenbetts, or Meadows. A heath or meadow can be preserved by clustering devetopment...Landscaping is usually informal and consists of native plants and grasses that require minimal maintenance. A A ~ A A Using a 35 mph design speed. Coordinating the centerline location and the horizontal/vertical alignment to create a pleasing three-dimensional line. Coordinating stormwater management concepts with road design Incorporating transition spirals and widening on horizontal curves Incorporating variable side slope grading to to ensure that the roa prism is blended as gracefully as possible into the adjacent landform. Geometry of the roadway was designed within the framework of t American Association of State Highway and Transportation Offici~ (AASHTO) and the VDOT standards. The CitY asa Park: A Citizen's Guide to charl0ttesville parks Create a continuous system of paths and trails that encircles the City, and follows the major waterways: Meadow and Moore's Creeks, and the Rivanna River, Trail system to connect Charlottesvitle's parks and schools, with neighborhoods and workplaces. Reduce automobile dependence. DISC Report parkway is a rural version of a boulevard. It is a long-distance thoroughfare, traversing rural areas and edges. It can link neighborhoods to each other. The main road should be kept relatively free of intersections. An off-road pedestrian and bicycle way, usually traversing a park traveling along a greenspace corridor (greenway). Paths may also be used to connect neighborhoods Transportation Options--Convenient routes for pedestrians, bicyclists, and buses and other transit including light rail will augment the street network. Public transit stops will be located within each Development Area. Walking to them will be safe and convenient. Waiting for transit will be a comfortable and normal part of activity in the Neighborhood Center. Urban Development A Preserving continuous band of open space along each side of the Parkway. A Maintaining the linear park atmosphere while meeting the goals of the Comprehensive Plan and perhaps enhancing the overall value of future developments. A Planning for access to the linear park from future developments. A ~ The design should minimize the disruption of neighborhoods, schools, and businesses as much as possible, avoiding such effects as the physical division or prevention of circulation within communities. Goal: Protect and efficiently utilize the County resources by A. Emphasizing the importance of protecting the elements that define the Rural Area-agricultural and forestry resources, water supply resources, natural resources, scenic resources, historic and cultural resources, limited service delivery. Of these the protection of agricultural and forestry resources is the highest priority. B. Designating Development Areas where a variety of land uses, facilities, and services are planned to support the County's future growth with emphasis on infill development. Urban Area (Neighborhoods 1-7) is comprised of: a full array of residential types and densities; with the upper ranges of proposed densities anticipated; all service levels of retail, professional business, and industrial activities; geographically defined neighborhoods Encourage greater utilization of land in designated Development Areas. Discourage extensive linear style development along major roads. Following a series of meetings with the Albemarle County Planning Commission and Staff Committee, Alternative A was approved as the direction for the Parkway design. Alternate A was further refined to develop the following recommendations. A That Charlottesville's neighborhoods possess unique qualities should be seen as an asset to build upon. Certainly, the segregation of past decades is not to be advocated. By contrast, however, recognizable physical characteristics and strong social networks give a neighborhood its identity. Favorable qualities should identified and preserved. DISC Report Centers-Neighborhoods will have centers or focal points for congregating. These may include schools, parks, civic centers, or small commercial and social areas. Such features will be an easy walk for most residents in the neighborhood. Network--A network of streets, bikeways, pedestrian paths, and bus routes will connect new neighborhoods, existing residential areas and nonresidential districts. Mixed Uses--Neighborhoods will contain a true mix of uses, including residences, shops, places of employment, and civic, religious, and cultural institutions. Building Placement and Scale--Consideration will be given to massing, height, setbacks, and orientation of buildings so that these characteristics enhance the public realm. Alleys--Where topography permits, alleys will provide rear access to parcels, allowing for and facilitating the provision of garages and utilities to the rear of houses. Relegated Parking--Parking for the automobile will not result in an excessive amount of paved area. Variety of Housing Types--Each neighborhood will possess a variety of housing types accommodating a range of incomes. Affordable units will be dispersed. Appealing Streetscapes--As the fundamental element of public space with the neighborhood, the street will make the neighborhood inviting with street trees and landscaping. Sidewalks and paths that connect houses to each other and to centers and common areas will be the norm. R E C O M M E N D A TI O N Our recommendations for the Meadow Creek Parkway project are illustrated first with design concepts for each aspect of the project--parkway, urban development, and parklands. These concepts are followed by digital simulations of the transportation corridor alignment, a diagram of overall land use within the project, and an estimate of costs associated with development of the transportation corridor. PARKWAY CONCEPT The preferred alignment for the Parkway as presented here meets the criteria for the project set forth by Albemarle County. The Parkway design is consistent with both the design philosophy and the techniques that have guided the design of the nation's best parkways. At a fundamental level, the preferred alignment has minimal impacts on the natural resources and man-made features in and along the corridor. Furthermore, the alignment complies with design standards for an urban collector as established by VDOT and maintains and enhances the integrity of the proposed park and urban development areas. Finally, the preferred road alignment has been carefully designed to create an aesthetically pleasing composition as it winds through the hilly landscape of the corridor. The most prominent feature of the Meadow Creek corridor is the terrain. Moderate to steeply sloping hills and ravines flank the Meadow Creek channel and floodplain. Although obscured and softened by summer foliage, the rounded hills and relatively flat Meadow Creek floodplain are the defining features of the corridor. Apartment buildings and other constructed features such as the railroad and the high school athletic fields are visible at certain locations in the corridor, but these man-made features do not diminish the prominence of the natural landforms. For the Parkway to appear or feel like it is part of this landscape, the road needs to move with and around the natural landforms rather than move against or cut through them. Since the route for the road is across rolling and curving terrain, a horizontal alignment that curves and bends with the terrain will be better visually and physically integrated with the land. To accomplish this, the preferred alignment makes use of a continuous curvilinear horizontal alignment--that is, an alignment made up of simple curves, spiral transition curves, and short tangents. The curvilinear alignment blends with the curving, rolling terrain resulting in a road that will be visually attractive as well as safe to drive. Like the horizontal alignment, the vertical alignment consists of a series of curves which closely follow the existing topography. Care was taken to coordinate the vertical and horizontal alignment whereby horizontal curve vertices generally coincide with vertical curve vertices to enhance the curvilinear character of the road. Another benefit of having the vertical alignment closely following the terrain is that less cut and fill will be required, thus reducing disturbance to existing terrain and vegetation and reducing earthwork costs. The only area of relatively extensive cut is through the knoll north of the proposed bridge where an excavation 10' to 14' deep will be required. Fortunately, this cut is over a short distance, and the cut banks can be rounded to blend into the existing knoll. The preferred alignment crosses Meadow Creek just east of the current Southern Railroad crossing. As a result, disturbances to the creek due to the parkway and railroad crossing structures will be consolidated in one location. Construction of the Parkway bridge here would provide an opportunity to repair the severely degraded Meadow Creek channel just below the railroad culvert. Ideally, design and construction of the Parkway bridge would spur replacement of the small existing railroad culvert with a larger structure that accommodates flood flows and provides for a pedestrian connection into Greenbriar Park. The preferred alignment also crosses Meadow Creek at a poir where the floodway is relatively narrow. The bridge span at this location is estimated at approximately 180' as compare to a 230' span that would be required for the proposed VDOT bridge. The bridge elevation for the preferred alignmer would be approximately 404' .MSL, well above the 100-year flood elevation and about 14' below the railroad crossing. Due to the narrow floodway and high banks at both ends of the proposed bridge, high fill berms will not be required for the bridge approaches. Geotechnical information and additional engineering analysis will be needed to determine the structural system, actual span lengths, and final deck elevation for the bridge. During review meetings, discussion occurred regarding views of the creek from the bridge as well as views of the bridge from nearby vantage points. Given the proposed location of the bridge, views over the Meadow Creek basin should be afforded on the bridge approaches. From the bridg itself, views eastward of the creek may occur if the bridge rail is of an open design. Views to the west from the bridge will b of the heavily vegetated berm below the railroad line. Views of the bridge will occur from trails along Meadow Cree~ and possibly from developed upland areas north of the bridge Sidewalks on the bridge will link pedestrian trails in the park and open space areas flanking the creek. It is important that the bridge be aesthetically designed for the location and close-up visual exposure, as it will be viewed from many different vantage points by motorists and pedestrians. 16 URBAN DEVELOPMENT Introduction There are valuable opportunities for the planning, urban design, and development of privately owned parcels designated for urban development in the study area. These opportunities are only heightened by the proposed location of the Meadow Creek Parkway with its linear park, bike and pedestrian circulation, and open space components. The intent of the urban design concept presented here is to balance density and development opportunities with the protection of sensitive landscapes and the enhancement of open space and recreation opportunities. This concept is consistent with the Albemarle County Comprehensive Plan which states growth should occur in "...areas where a variety of land uses, facilities, and services are planned to support the County's future growth with an emphasis on infill development." The following design is conceptual, providing a framework for a development pattern that encompasses multiple parcels and multiple ownership while allowing development flexibility based upon changing needs, markets and conditions. Future development plans and refinements should respect and evolve from the special characteristics of their setting and embody the principles of community and mixed use development, as described in the Neighborhood Model of the Development Area Initiatives Project. Objectives The following is a summary of objectives drawn from various sources for mixed use, cohesive, walkable urban developments. These objectives helped define and influence the development patterns and concepts presented in this study. · Discourage excessive linear-style development (strip development) along major roads; instead encourage compact communities with strong centers and clearly defined boundaries. · Maintain the linear park atmosphere along the parkway, thus enhancing the overall value of future developments bordering the parkway. · Create districts and neighborhoods that have centers or focal points for congregating. These centers may include parks, plazas, schools, community centers, or small commercial and social areas. Centers should be within easy walking distance for most residents in the neighborhood. · Establish mixed-use areas and neighborhoods made up of residences, shops, places of employment, and civic, religious, and cultural institutions. · Ensure that there is adequate developable area to provide the necessary "critical mass" for a mixed-use center. · Establish an ordered network of streets, bikeways, pedestrian paths, and transit routes that will connect new neighborhoods, existing residential areas and non-residential districts. · Create appealing streetscapes and public spaces with street trees and landscaping to make the neighborhood inviting and to connect residential areas to each other as well as to commercial centers and common areas. · Integrate residential and commercial development with open space and recreation opportunities, including the parkway, parks and natural areas, and pedestrian/bike paths. Connect to surrounding park and recreation amenities such as Pen Park and the proposed Rivanna river walk, as well as to other existing developed areas. · Protect and enhance existing views and capitalize on newly available views from the parkway. · Encourage new development that respects the existing landscape and that is compatible in scale, form, and character with the terrain features. CONCEPT Description The following development concept is an elaboration on the preferred Alternative A scheme. Future refinements of development schemes for the site should be subject to more detailed design development, economic and market analyses, development and infrastructure cost assessments, and topographic and environmental assessment. The urban development concept provided here is described first as an overall concept and is then followed by more specific components: the urban development pattern, pedestrian circulation and open space, and vehicular circulation. Conceptual Diagram The development concept is set within a site area framed by the proposed parkway, the existing railroad, Rio Road, Meadow Creek, CATEC, and other existing residential development. Two high points on the site are proposed as primary and secondary urban, mixed-use centers. These centers would be joined by a connecting link of lower intensi development to form the spine of the concept. Open space corridors including the parkway and the open space in the Iow area between high points would provide important trail and recreational connections within the area and beyond. CATEC potent~a~ Transit Stops - ~- -- ~ ~ H~gh Point: '~ Primary Urban Cen~ er Low Point: ' / Corridor Open High Point: Urban Center Headow Creek Parkway Norfolk ~ Southern Raihlvay , · Meadow Creek Parkway Urban Developm~ Conceptial Diagram Agricultur[ Remnant Existing Develoemen= r Creek Meadow Cre Parkway ~ Urban Development Pattern As portrayed on the diagram below, the suggested development revolves around two centers, each anchored by parks or plazas and surrounded by a relatively high density of mixed-use development. Surrounding this high-density development is lower-density, primarily residential development. A partially gridded street pattern, adapted to topographic changes, gives structure and cohesion to the development. Streets would have differing levels of function but all would be pedestrian-friendly. Primary entrances or "gateways" into the development area occur at the north and south ends off Rio Road. Build-out of the entire developable area is most likely to be incremental, taking place over a period of time. One purpose of this plan is to provide a long-term framework to guide this development. The area in Zone 1 is currently in single ownership and may be developed at one time. Zone 2, however, is in multiple ownership, is underdeveloped, and can be expected to be redeveloped over time. Zone 3 is underdeveloped and offers the opportunity for additional development and the creation of a coordinated path and trail system throughout the area. Pedestrian Circulation and Open Space A matrix of pedestrian paths and open space corridors creates a circulation network within the urban development area and provides links with the larger park and trail system beyond. Key elements in the proposed urban development area include formal parks and plazas, pedestrian-oriented streets, and continuous sidewalks and bike and pedestrian trails. Paths would help define the outer boundaries of development and the edges of open spaces. These paths connect with the adjacent park path system and could incorporate signing, wayfinding assistance, viewpoints, and interpretive elements. While creating an architectural image and character that is sensitive to the land is important, so too is the creation of open spaces that fit with existing intrinsic landscape qualities. Preserving agricultural remnants along the Rio Road corridor and utilizing open space areas for run-off remediation, wildlife habitat, and view protection as well as for recreation activities, all contribute to a multifaceted open space system that reinforces place character and "fit" to the land. Urban Development Pedestrian Circulation Open Space Urban Development / / / / Vehicular Circulation Vehicular circulation, in the form of a hierarchical system of parkway, roads, streets, and their intersections, provides a functional network for access. The system of roads and streets also contributes to orientation as well as gives shape to development patterns. Direct vehicular access to the urban development area is not permitted from the parkway. Major access points are provided from Rio Road: one intersection at the northern end and possibly two at the southern end. The interior streets are proposed in the form of a grid modified by topography. This network defines development blocks, pedestrian paths, and connections to the broader landscape. Meadow Creek Pa~kway~_~ PARK CONCEPT Introduction The Meadow Creek Parkway project parklands concept is based on some simple, but aggressive goals to improve the environmental and civic quality of Meadow Creek and adjacent lands. The first goal is to restore and protect the natural resources. The second goal is to connect and integrate the park and its neighbors. The third goal is to make the park a place of environmental learning that leads to action beyond the park. These goals led to the development of systems that can be considered the layers of the park. The first layer is design for water quality. The second layer is planting vegetation appropriate to the distinct conditions of the park. The final layer is recreation and education-- the use of the park by people. Goals Restore and Protect: Meadow Creek channel and bottomlands Scenic and historic resources; rural character Pervious surface for groundwater recharge Connect and Integrate: Charlottesville and Albemarle County park and trail system Neighborhoods and schools with parks Terrestrial and aquatic habitat Learn and Act: Natural history of the creek, valley and region Environmental education about impacts of urbanization and remediation techniques Interdependence of parks, urban development, and transportation for "smart growth" Systems WATER SYSTEM Improved Meadow Creek Welland Terraces Stormwater Swales with weirs Water System Improved Meadow Creek a. constricted aperture to spread flood flows over adjacent wetland and bottomland terraces b. sinuous meanders to slow velocity c. pool & riffle sequence to improve aquatic habitat Iow flow channel to improve aquatic habitat Wetland terraces a. stabilized banks and vertical surfaces: riprap, gabion, bio-engineering techniques b. horizontal surfaces planted in appropriate wetland species c. terrace elevation and configuration related to 1, 5, 10, 100 year storm events, each terrace has different character and capacity d. terraces provide stormwater detention, retention, and remediation Stormwater swales a. integrated with neighborhoods and transportation corridor b. weirs detain and retain stormwater for absorption and slower release c. planted with appropriate water-tolerant species 2O VEGETATION SYSTEM Scenic Meadows Wetlands Urban Forest 2. 3. Vegetation System Scenic meadows protect rural and historic character b. open space network for the neighborhood pervious surfaces for groundwater recharge Wetlands and Bottomlands a. detain and retain stormwater, reduce downstream flooding, and improve stormwater quality b. provide habitat diversity and connectivity c. create educational and recreational amenity Urban forest a. filters out air pollution, produces oxygen, and moderates temperatures b. shade improves creek habitat c. pervious surfaces allow groundwater recharge d. visually buffers road from developed areas and developed areas from each other provide habitat diversity and connectivity e. 2~ 3. Recreation and Education System Circulation network a. Roadway/parkway b. bike and pedestrian trails pedestrian-only trails d, bridges Scenic Vistas and Viewpoints a. overlooks from upland meadows b, views from Rio Road and Parkway c. view from CATEC school Interpretative signage a. path entrances, intersections, and footbridges b. overlooks and viewpoints c. significant natural and cultural features Restoration and stewardship programs (building and maintaining wetlands, trails and interpretive signage) a. local schools-University of Virginia, CATEC, CHS, Catholic High School, Greenbrier School b. conservation organizations--Environmental Education Center, Rivanna Trails Association, Natural History Museum CORRIDOR LAND USE CONCEPT The diagram below shows land uses that would begin to take shape in the corridor as a result of the recommended conceptual design. The acreages shown for the areas are approximate. Many of them occupy multiple parcels under multiple ownership. It is not the purpose of this study to determine how contiguous land areas are created out of these multiple parcels; rather, this diagram is intended only to show an overall land use strategy. LEGEND 1N TF..NI mN 1:081' 22 ESTIMATE The following Estimate of Probable Construction costs has been developed only for the parkway (road), parkway-associated landscaping, and a separate pedestrian trail in the project corridor between Melbourne Road and Rio Road. Estimate of Probable Construction Cost for Selected Items Road Construction Item Quantity CG-6 curb and gutter 4,908 GR-2 guardrail 100 Cut volume 56,904 Fill volume 78,072 Regular excavation 56,904 Borrow excavation 21,168 Asphalt Concrete Type SM-9.SA 1,900 Asphalt Concrete Type BM-25 (175mm) 8,680 Aggregate Base Material, Type 1, No. 21A (140mm) 7,273 Bridge 720 Subtotal Units Unit Cost Cost M $ 43.56 $ 213,792.48 M $ 66.95 $ 6,695.00 CU. M. CU. M. CU. M. $10.50 $ 597,492.00 CU. M. $ 7.50 $158,760.00 metric ton $ 51.10 $ 97,090.00 metric ton $ 36.90 $ 320,292.00 metric ton $15.00 $109,095.00 SQ. M. $1,450.00 $1,044,000.00 $ 2,547,216.48 Site Amenities 8' crushed rock trail (4" depth @ 6,000 I.f.) Finegrading, seeding, and mulch Trees Shrubs Subtotal Total Contingencies (15%) GRAND TOTAL Quantity 4,460 54,534 250 2,000 Units Unit Cost Cost SQ. M. $ 4.55 $ 20,293.00 SQ. M. $ 3.77 $ 205,593.18 ea. $ 300.00 $ 75,000.00 ea. $ 25.00 $ 50,000.00 $ 350,886.18 $ 2,898,102.66 $ 434,715.40 $ 3,332,818.06 Existing view View of proposed parkway in northern portion of corridor looking toward Rio Road Existing view APPENDIX A LANDSCAPE CHARACTER Fore APPENDIX B DENVER COMMONS A Jones & Jones project with Civitas EXAMPLE Would these concepts be appropriate in the restoration of Meadow Creek and the detention of stormwater from the transportation and urban development elements of the Meadow Creek Parkway project? APPENDIX C PRECEDENTS Bike & Foot Paths 28 Parkways Bike Paths Class I APPENDIX O URBANIZATION IMPACTS ON MEADOW CREEK What are some methods & techniques we can propose to accomplish the following: 1. slow down the flow of the creek 2. protect the banks against further erosion 3. give the creek a floodplain again 4. detain stormwater that enters the creek 5. plant for shade over the banks 6. plant wetland plants that can filter creek water 7. restore pool and riffle sequence 8. remove vertical obstacles to connectivity ss c~'es{ ng cbs'tat e ii:} e d ~' e c { APPENDIX MPO DESIGN CRITERIA 32