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									                                      AGREEMENT FOR
                                   ENGINEERING SERVICES
                                         FOR THE

                             DEVELOPMENT OF A CONCEPT PLAN
                                FOR ROUTE 1 IN YARMOUTH


                                           APPENDIX B

                                     Consultant Scope of Work

Project Tasks
The Project Team proposes to complete the following work elements as part of this project:

1. Data Collection and Coordination, Finalization of Study Area and
   Analysis of Existing Conditions

Gorrill-Palmer will complete a comprehensive compilation of data and existing information
relevant to the study area. For successful completion of this project, many sources of data and
information will be required. Our office intends to utilize existing information where available;
however, it is our understanding that significant recent turning movement data along this corridor
is typically unavailable.
Our scope anticipates the collection of turning movement counts during two different time
periods. As the corridor is heavily influenced by commuter traffic as well as seasonal traffic, one
of the turning movement counts will be collected during the PM peak hour. To confirm the peak
periods and compile off-peak information, we propose collecting vehicle classification counts
with automatic traffic recorders (ATR‟s) a week or two prior to collection of turning movement
counts. If this shows that a midday, AM, or Saturday peak hour has comparable volumes, than
this other period will also be collected.
As part of this Project, we anticipate that the following traffic data will be collected:

 Turning movement counts at the following locations:
   Route 1 at the Main Street ramps
   Route 1 at Forest Falls Drive
   Route 1 at Hannaford/Willow Street
   Route 1 at East Main Street Ramp

 Two (2) 7-day tube-based ATR counts including speed and classification data, at
  approximately the following locations:
   Route 1 north of the Main Street interchange
   Route 1 south of the East Main Street ramp

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We recommend that the data collection take place in July, following site inventory, a review of
crash data, and a meeting with Town, MaineDOT and PACTS staff. Prior to that, traffic volumes
are often lower (due to less seasonal traffic), and later than that, the timeline of the project would
be affected. Although the intersection of Route 1 at East Main Street was previously counted for
the prior corridor study to the north, updated counts will allow for comparison to the 2004
volumes for growth rates and provide real-world calibration for the TRIPS-based forecasting as
part of this project.

It should be noted that in addition to the classification counts completed by the ATR‟s, we will
also obtain truck, pedestrian, and bicycle volumes from the manual turning movement counts. It
will be important to determine uses by various modes, and to see activity by larger vehicles such
as trucks, which can have a significant influence on the corridor. Given the Town‟s concern with
speed on this corridor, our office has a radar device that can be deployed along any desired point
of the corridor to spot-check individual vehicular speeds.
To complete the remainder of the roadway and traffic data collection, Gorrill-Palmer will conduct
a detailed site visit along the corridor, obtaining signal information, lane use, striping, bicycle and
pedestrian amenities, noting design deficiencies (such as sight distance, radii and access control),
and observing roadway conditions. Signal timing and phasing will be obtained and compared to
available plans from the Town or MaineDOT.
Existing land use and driveway locations along Route 1 will be confirmed via a site visit,
including relative scale of parking and number of access points per business. This information
will be combined with tax maps, zoning maps, and aerial image data (where available) to create
an overlay on the base map.
Our office will obtain the most recent crash data available (the 2005-2007 crash data is expected
to be available by early summer). Although there do not appear to be any high crash locations,
we will investigate any locations close to HCL status as well as investigating any collisions
involving pedestrians and bicycles.
A review of existing information will also be important. The previous study for Route 1 to the
north of this portion of the project as prepared by Gorrill-Palmer in 2005 will be a guide to
determine the design philosophy of this section of the corridor; ideally, the two Phases will be
compatible. In addition, any pertinent information to date on the updating of the Comprehensive
Plan will be a helpful reference, as is the Royal River corridor study.
Following the compilation of existing conditions data, Gorrill-Palmer will perform an analysis of
the existing conditions along the Route 1 corridor, utilizing 2008 volumes. Based on the analysis,
the Team will identify any operational issues at various locations, such as lane use, spillback,
vehicular delay, pedestrian and bicycle facilities, and access management. As previously
discussed, collision data will be analyzed to determine any safety deficiencies that may exist.
The product of this task will be an existing conditions memorandum summarizing data collected,
discussions of level of service, queuing, safety deficiencies and access management items with
supporting graphics.

2. Identification of Future Trends and Needs

Gorrill-Palmer Consulting Engineers Inc. will work with Yarmouth and PACTS to identify future
land use, transportation trends and other needs along the Route 1 corridor. We propose to
conduct discussions with the Town‟s economic development and planning staff to determine

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short-term and long-term potential for development and expansion of commercial uses and land
use changes along and nearby the study area. Although this part of Yarmouth is largely
developed, contemplated changes in land use may result in higher-density uses. Discussions may
be conducted with PACTS to get a more regional sense of anticipated growth in the area. All of
this information will be compared to historic data obtained from MaineDOT to determine growth
trends along with a comparison of Route 1 volumes from the earlier corridor study; this will help
with the TRIPS forecasting process.
The compiled data will be used to assist in calibration of the TRIPS forecast for 2025 traffic
volumes by Kevin Hooper and PACTS. This information will be utilized to compile the forecast
traffic network. Comprehensive analysis of the study area will be completed utilizing the
Synchro/SimTraffic traffic modeling software. The networks will be created over the aerial
mapping available from the MaineGIS web site. This allows us to create traffic networks with
appropriate distances and orientations and also provides an opportunity to harness the potential of
the SimTraffic animated model. The animated model is a useful analysis tool, particularly if
deficient operations from an intersection interfere with operations at major driveways
(“spillback”) and therefore can interfere with entire sections of the study area. We have found
that this method of modeling often provides us with valuable information that an isolated and
non-animated analysis simply does not provide.
3. Development of the Access/Safety/Efficiency Management Plan

Following the completion of Task 2, the next, and most significant portion of this study is the
development of the Access/Safety/Efficiency Management Plan. This plan will specifically
address the various deficiencies observed from the analysis, data collection and field
observations. While private vehicles will likely remain the dominant mode of travel in and along
Route 1, the needs of other modal types, including bicycling and walking, must also be addressed.
Yarmouth in particular holds these other modes in high regard, as evidenced by the Beth Condon
Pathway, and they must be viewed as an integral component of any future design.
Early investigations of this corridor indicate that Route 1, a four to six-lane section with medians
and shoulders, may well have significantly more width than is needed for the level of traffic
currently on this corridor. The roadway ranges from approximately 60 to 80 feet in width and
becomes a difficult environment for non-motorized modes of travel. Accordingly, we do not
anticipate recommendations for any widening, and in fact expect that the alternatives, if anything,
will result in a reduction of curb-to-curb width.
Maintaining or even improving the safety of this corridor will be as critical as maintaining traffic
flow. Therefore, the improvement plan will seek to recommend a corridor that is safe, while
minimizing vehicular delay where feasible. This may result in changes to intersection control,
use of medians, roundabouts, center two way left turn lanes, or turn restrictions. The elimination
of areas where lane entrapment, such as the northbound through lane becoming a left turn lane for
East Main Street, should also be reviewed. One option may be the use of lanes narrower than
twelve feet in width; this treatment is often acceptable in more urbanized locations with slower
travel speeds and would help to address concerns that traffic is moving too quickly. In addition,
with certain types of traffic control, such as roundabouts (particularly if right-turn slip lanes are a
potential option), traffic flow is more efficient and may ultimately allow for a single lane of
traffic in each direction. Reduction of the number of through lanes may also allow for the
construction / striping of a center two way left turn lane, which could both reduce vehicular
speeds and provide for left turning movements into and out of adjacent businesses.
As previously mentioned, bicycle and pedestrian access will be of significant importance on this
portion of Route 1. Given the volume of commercial properties as well as proximity to
residential neighborhoods, sidewalk treatments and ADA-compliant ramps/signals will be

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important. The choice of bicycle facilities will also be significant to this corridor. Providing
uninterrupted accommodations for bicycle and pedestrian use along Route 1 will need to be
considered, particularly under the East Main Street overpass. Each will present advantages and
disadvantages for cost, access, and maintenance. If a pedestrian crossing becomes significant in
an area, and additional visibility is desired, the potential for in-pavement lighting actuated by
pedestrian push-buttons, pedestrian actuated signing or pavement markings could be a possibility.
As part of this plan, close attention will be paid to access management, both for improvements to
existing conditions and potential (future) access points. Poor location and proliferation of access
points for various developments along a corridor contribute to reduced safety, poor arterial traffic
flow, and driver frustration. Furthermore, closely spaced curb cuts can lead to driver confusion
and lessen the effectiveness of a given access point. If extensive curb opening consolidations
take place, the potential for exclusive left turn lanes, medians and other types of alternative access
treatments could be considered. In addition, the potential for cross-connections to and from
various properties will be explored to reduce through traffic volumes along Route 1.
If narrowing the roadway becomes feasible, the potential for significant landscaping and snow
storage areas exist. In either case, these areas can help to soften the corridor, create a sense of
enclosure (this reducing travel speeds), reduce the amount of impervious area (and therefore
runoff to the Royal River), and provide a sense of community. To potentially reduce municipal
planting costs and provide for community involvement avenues, the potential of “Adopt-A-Spot”
locations could be explored.
Based on the deficiency assessments described in Tasks 1 and 2, Gorrill-Palmer will do a
preliminary determination as to what improvements may be needed at various locations, such as
signal coordination, roundabout construction, closure or realignment of drives, driveway
interconnections, placement of medians/esplanades; other recommendations may include
upgraded pedestrian facilities, such as clearly defined crosswalks, ADA-compliant sidewalks and
sidewalk ramps. Recommendations based on the collision analysis will be coordinated with the
capacity-related improvements.
This Access/Safety/Efficiency Management Plan will be a guiding document for the Town of
Yarmouth. As private development or redevelopment occurs along Route 1, the Town will be
able to refer to this “master plan” for the corridor. This will ensure that individual investment and
projects work in harmony with the overall plan for the corridor, rather than jeopardizing the
safety and efficiency of the roadway. In addition, it will ensure that a clear and consistent plan is
conveyed via PACTS to MaineDOT, the Federal Highway Administration, and other agencies
when funding is sought through the BTIP and other funding mechanisms.
The Access/Safety/Efficiency Management Plan will include short, mid, and long-range
conceptual roadway improvements, as well as an analysis of various alternatives, and a
recommended schedule for implementation of these improvements. The plan will be divided into
three sections:
 An evaluation of the existing roadway geometry and traffic management systems, including
  point of failure (if applicable)
 An evaluation of alternatives and recommendations for implementation of improvements to
  failures of the existing system (based on 2025 volumes)
 Preliminary opinions of probable construction costs (as will be discussed in the next section)

The central component of this Access/Safety/Efficiency Management Plan will be a series of
maps/conceptual plans of the corridor. These maps will graphically depict the elements of the
plan. These elements could include, but are not limited to:

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   Existing and proposed access points, including combined access where feasible;
   Locations of existing and proposed traffic signals;
   Intersection modifications;
   Locations for frontage or backage roads or site interconnections;
   Formalization of major bicycle and/or pedestrian access and connections
   Turn prohibitions;
   Road widening or narrowing/additional lanes/bicycle lanes where feasible and appropriate;
   Access restrictions/use of medians;
   Alternative forms of traffic control;
   Preliminary landscaping recommendations (placement and height of potential plantings).

Policy can play an important role in how effective design recommendations can be. Gorrill-
Palmer will investigate policy issues as they relate to access management, speed limits, and other
policy matters that could present themselves over the course of the project.
Based on previous work completed by Gorrill-Palmer on the Route 1 corridor to the north, it is
clear that the community is interested in a narrower roadway. Given the preliminary data
available to our office, it appears that a single travel lane in each direction may be feasible. This
single lane of traffic in each direction would be consistent with the cross sections further to the
north and south along Route 1. This reduction of lanes would need to be balanced with the ability
to access businesses through the use of formal left turn lanes or center two way left turn lanes,
which could also benefit left turning vehicles from the side streets or businesses.
By placing medians or reducing the pavement width along Route 1, the opportunity for plantings
will exist. An overview of landscaping issues and opportunities will be addressed by Terrance
DeWan Associates. Landscaping along the corridor can serve to help slow traffic and create
more of a neighborhood boulevard feel, and less of a wide open arterial feel. Using medians or
reducing the pavement width will allow for reduction of left turns across traffic if medians are
used, or reduce the distance needed to cross in the case of reducing pavement width, both of
which could potentially improve safety. However, as center medians would impact access to
local businesses, alternate methods to access businesses would become important. As a
recommendation for a roundabout was made at the intersection with Route 88 in the previous
study, thus allowing for reversal of direction, one potential solution would be the installation of a
roundabout at the Hannaford intersection. This would allow for access to all businesses between
Hannaford and Route 88.
Additionally, the potential for alternative traffic control would be investigated at Forest Falls
Drive. As this is a three-way intersection, one design alternative would be the use of a Florida
„T‟ style intersection, which allows for safe progression of left turns to and from a side street
without the use of a traffic signal, this improving mobility on Route 1. This would also allow for
a more robust use of the median throughout the corridor.
In the end, given community input on the last Route 1 corridor study, it appears that while
preserving mobility (which can be measured in overall corridor travel time) is important, the
reduction of higher speeds is also critical. The Town has continued to express this concern in the
RFP. Placement of treatments such as roundabouts and Florida „T‟ style intersections along with
a narrower roadway will keep stopped delay (and therefore noise and emissions) to a minimum,
while keeping peak speeds lower. The roadway, at a single through lane, will also be easier to
cross for pedestrians. Potential pedestrian treatments for crossings could range from additional
signage or flashing signs to inroad lighting or the use of DuraTherm crosswalk delineation.

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Lastly, for any traffic signals that are to remain, a single through lane allows for a protected and
permitted phasing combination, resulting in greater operational efficiency.

Upon the determination of a corridor plan, Gorrill-Palmer Consulting Engineers Inc. will also
prepare up to three renderings or illustrations showing the corridor from a pedestrian point of
view. It is our experience that providing illustrations from a human perspective can greatly assist
in helping the layperson visualize the corridor as well as to help build consensus. Following
completion of a draft report, fifteen copies of the draft Access/Safety/Efficiency Management
Plan, including associated mapping, will be provided to the Town. Upon finalization of the Plan,
hard copies of the report and associated mapping will be provided to the Town and PACTS. In
addition, an electronic copy (PDF) will also be provided.
4. Cost Opinions

Gorrill-Palmer will compile the list of recommended improvements determined in the draft
Access/Safety/Efficiency Management Plan, and will determine the preliminary opinions of
probable construction costs involved with these improvements. These opinions would be based
on average per (linear) foot costs for urban construction, and adjusted for apparent special
circumstances that may be anticipated. In addition, a recommendation for the scheduling of these
improvements will be provided, to give an itemized list of upgrades by year. Some of the items
listed may include access management measures, new sidewalk, relocation of intersections, and
other items of significance. Areas where utility relocation, easements, or right-of-way extensions
will be required, or areas where additional survey would be required to determine off-site
impacts, including impacts to structures, wetland, or other sensitive areas, would be noted as
requiring additional investigation before a specific project is to move ahead.
5. Meetings

The effectiveness of this project and its final documents will be greatly enhanced by community
„buy-in‟. If local stakeholders and the public are involved with this project, its acceptance and
feeling of authorship will be greater. For this reason, we propose that the public meetings be
directed toward business owners along the Route 1 corridor, and residents and commuters near the

The first meeting for the project would consist of a “kick-off” meeting with the Town, PACTS, and
MaineDOT. This meeting would serve to have all those involved with the study to come to an
understanding and agreement of the necessary process for this project. Following this meeting, we
would anticipate two additional meetings with the Town, two with stakeholders, and three with the
public. We anticipate the need for eight total meetings on this project.

The importance of meetings as a contributing factor to the success of this type of project cannot be
overestimated. Each party may have their own perspective and views on transportation matters,
and consensus building will help to ensure the successful completion of the study.

6. Hours/Cost Proposal ….
         On File with Town Engineer

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