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HomeMy WebLinkAboutEngineer's Report - Ross RoadTOWN OF LANSING TOMPKINS COUNTY, NEW YORK September 29, 2021 ENGINEER'S REPORT Improvements to Seasonal Maintenance Portion of Ross Road To Seneca Falls To Aubum To Ithaca "Home of Industry, Agriculture and Scenic Beauty" PREPARED BY: T. G. Miller, P.C. Engineers and Surveyors Ithaca, New York TABLE OFCONTENTS 1. INTRODUCTION ........................................................................................................ ....................... Z 2. EXISTING CONDITIONS .................................................................................................................... 7 3. ROADWAY IMPROVEMENTS .......................................................................................................... 2 APPENDICES Appendix A — Ross Road, Town ofLansing, Initial Rehab Sketch Appendix B—Typical Roadway Cross -Section AppendixC—Typica|TurnAround Appendix 0—Ross Road Improvements- Preliminary Estimate Appendix E—Survey Map of190Ross Road AppendixF—Photographs 1. INTRODUCTION The 'lower' or westerly portion of Ross Road is currently a single -lane, seasonal maintenance road. At the request of the Town Highway Superintendent, a preliminary engineering assessment was conducted to identify the key elements of construction that would be necessary to upgrade the road to meet Town standards. This Report presents the design challenges and costs associated with improving the road in its current alignment, as well as several strategies for reducing project cost. The seasonal maintenance road is the sole access for the rural -residential parcel identified as #190 Ross Road owned by Barbara Kelliher -Ross Revocable Trust (TMP #23.-1-26). This same portion of Ross Road also bisects land owned by Rachel Davis of #119 Ross Road (TMP #21-1-28.4). 141111111111 X3R1I 10@1416101>kiL01n7 In early August, T.G. Miller PC performed two inspections of the site to gather measurements, take photos, roughly locate existing features, and evaluate the current condition of the seasonal portion of Ross Road. A third site visit was held in conjunction with the Town Highway Department and a local tree service to discuss the possible clearing of trees. The total length of the project is approximately 2,300 feet, as measured from the current 'Tee' turnaround at the top of the hill to the current turnaround at the bottom of the hill. The average width of the roadway ranges from approximately 18 feet at the widest to 12 feet at the narrowest, with substantial portions of the road on the narrower end of this spectrum. Survey mapping shows the current road right of way as 3 rods (49.5 feet total, 24.75 feet either side of present centerline). Survey mapping also indicates the presence of easements to the Finger Lakes Land Trust for forest management at the lower end of the road. The road currently skirts the east side of a small draw which contains a creek at the bottom, and in several places there are sharp drop-offs on the western edge of the road. From LiDAR mapping, it was determined that there is roughly a 315-foot drop in elevation over the seasonal portion of the road. This would put the average grade of the road at roughly 13% along the centerline, though it is reasonable to assume that certain portions of the road may be steeper. Ditches parallel either side of the road for the vast majority of its length. Where practical, the ditch on the western side of the road daylights to the creek. No cross culverts were observed in the roadway, so it is apparent that the eastern ditch conveys stormwater all the way down the slope for the full length of the road. Bedrock was observed at various points in the ditch as well, at roughly 1.5 to 2 feet below the edge of road in some locations. Stormwater runoff from the ditches and the creek eventually drains to Cayuga Lake through a 24-inch diameter corrugate metal culvert pipe under the tracks of the existing Norfolk Southern Railroad. 3. ROADWAY IMPROVEMENTS In August of 2015, the Town of Lansing adopted Standard Specifications for Town Highways. These specifications were used to compile an initial scope of work required to upgrade the existing seasonal road in its current alignment and derive preliminary construction costs associated with this work. Appendix A depicts the general location and nature of the work. Current average labor and equipment rates were obtained from the Town to compute an approximate cost for the Highway Department to self -perform the work. Current prevailing wage rates and NYSDOT Blue Book equipment rental rates were used to calculate an estimate of the work if were to be bid as a public works project. The cost 2 associated with tree clearing was provided by Cascadilla Tree Care and the cost of grubbing stumps was estimated using the methods previously described above. In general, the minimum road improvements would need to be as follows: • Tree Removal: Felling and removing trees within the work area (Cascadilla Tree Care). • Grubbing Stumps: Removing stumps left behind after tree removal. • Boxout to Subgrade: Remove topsoil and/or organics and haul off site for disposal. • Fine Grade and Proof Roll Subgrade: This would include getting the subgrade to rough grade and replacing any soft/unsuitable areas in order to create a stabile foundation for the road. • Geotextile Fabric and Subbase: Place the geotextile fabric and 12-inch depth of subbase material called for in the typical roadway section. • Crusher Run Base Course: Place and fine grade a 6-inch depth of 2 inch minus crusher run that will serve as the pavement base layer called for in the typical roadway section. • Install Cross Culverts: Install all of the culverts shown in the sketch plan. • Asphalt Paving: Place and compact a 3-inch depth of asphalt binder and a 1.5-inch depth of asphalt top course as called for in the typical roadway section. • Grade & Shape Shoulders and Ditches: Bring all shoulders, ditches, and adjoining side slopes to their final grades. • Topsoil, Seed, & Mulch: Stabilize all disturbed areas outside of the roadway. • Guiderail: Approximate lengths and locations of guiderail were estimated. It is assumed that this work would be subcontracted. The estimated project costs for the Town to self -perform the work or as a public works project are approximately $1,039,000 and $1,255,000, respectively. A more detailed summary of the estimates is included in Appendix D of this Report. A 30% contingency is carried in the project cost, as the information used to compile this scope of work is only at a concept phase level. A topographic survey would be required, along with further design details, as well as an exploration to determine the exact locations of bedrock. In several areas it may be advantageous to relocate the centerline of road to avoid sharp drop offs to the creek. It may also be necessary to acquire new rights -of -way to properly tie in cut or fill slopes to the existing terrain. With the Norfolk Southern Railroad right-of-way near the end of the road, it may be necessary to secure their cooperation if any alterations to the current drainage patterns needed to occur as part of the work. Further, legal research will need to be done into what easements are held by the Finger Lakes Land Trust on the lower portion of the road. Due to the steepness of the road, it would be advantageous to place a series of switchbacks to the east, which would trigger additional acquisition of right-of-way and significantly increased construction costs. If the Town would accept alternative design standards for this portion of Ross Road, it may be possible to reduce construction costs by narrowing the drive lane and shoulder widths and by utilizing an oil and stone surface treatment system on top of the base material in lieu of asphalt concrete.