MASTER PLAN

IMPROVEMENTS FOR THE HISTORIC MAIN STREET CORRIDOR OF

HANCOCK, NEW HAMPSHIRE

 

 

AN EVALUATION AND CONCEPTUAL DESIGN OF

NEEDED INFRASTRUCTURE IMPROVEMENTS THAT WILL ACCOMMODATE FUTURE VILLAGE CENTER ACTIVITY WHILE RESPECTING THE TOWN’S UNIQUE HISTORIC CHARACTER

 

 

 

 

 

Historic District
Planning and Design Study

 

 

 

 

prepared for the

 

VILLAGE PLANNING COMMITTEE

TOWN OF HANCOCK, NEW HAMPSHIRE

 

 

October, 2005

 

prepared by

HOLDEN TRANSPORTATION ENGINEERING

Concord, NH  q  Bedford, NH 

 

In association with

WILLIAM W. HOFFMAN, LANDSCAPE ARCHITECT

Andover, NH  q  Yarmouth, ME

 

TABLE OF CONTENTS

 

INTRODUCTION........................................................................................................................... 1

 

DEVELOPING DESIGN CONCEPTS........................................................................................ 1-2

 

DESIGN FEATURES…................................................................................................................... 2

 

GETTING UNDERWAY ............................................................................................................. 2-3

 

GATHERING BACKGROUND INFORMATION ..................................................................... 3-4

 

ESTABLISHING THE EXISTING RIGHT OF WAY ..................................................................... 4

 

REVIEWING THE BACKGROUND INFORMATION ............................................................. 4-5

 

LOCAL ISSUES NEEDING ATTENTION .............................................................................. 5-23

                              Traffic Calming, Including Crosswalks.................................................................. 5

                              Parking ............................................................................................................... 9

                              Walkways ........................................................................................................ 12

                              Curbing ............................................................................................................ 15

                              Street Lighting .................................................................................................. 16

                              Trees ................................................................................................................ 17

                              Town Common ................................................................................................ 18

                              Utility Lines ...................................................................................................... 19

                              Storm Drainage ................................................................................................ 21

                              Roadway .......................................................................................................... 22

 

DEVELOPING AN EFFECTIVE MECHANISM TO CONVEY IDEAS ..................................... 24

 

MEETINGS WITH THE VILLAGE PLANNING COMMITTEE ........................................... 24-25

 

PRESENTING THE PROPOSED IMPROVEMENTS ............................................................ 25-26

 

PRESENTATION TO THE GENERAL PUBLIC  ........................................................................ 26

 

IMPLEMENTATION STRATEGY ............................................................................................... 21

 

ESTIMATES OF COST FOR CONSTRUCTION ....................................................................... 26

 

IMPLEMENTATION SCHEDULE ......................................................................................... 27-31

 

 

 

 

 

APPENDICES

 

 

 

Appendix A - Chip Seal Photos and Construction Information

 

Appendix B – Soil Stabilizer Product Literature & miniature CD with Product Information

 

Appendix C – Lantern & Post Options – Walpole Woodworkers Catalog Photo

 

Appendix D – Curbing Photos – Rough Split Face Granite Curbing

 

Appendix E – Fencing Photos - Granite Post and Wooden Rail

 

Appendix F – Fencing Photos – Granite Post with Chain

 

Appendix G – Plan of Commercial Buildings on Main Street – Proposed Landscape Improvements

 

Appendix H – Estimates of Cost for Construction

 

Appendix I – 11X17 Colored Plan of Proposed Improvements

 

Appendix J – 11X17 Typical Section of Street Improvement

 

Appendix K – Memos of Telephone Conversations with Utility Representatives

 

Hancock, NH

 

Main Street Improvements Master Plan

 

Holden Transportation Engineering and

WW Hoffman Landscape Architect

 

Introduction

For some time, there has been a need to improve the infrastructure of the Hancock Historic District to accommodate the future of a growing town.  There is general agreement on the importance of such improvements.   Of great concern, however, has been how to implement such improvements in a manner that would strengthen and preserve the Town’s unique historic character and charm.  

 

On March 13, 2004, the voters of Hancock approved a warrant article to raise $30,000 for a design study and preliminary concept plans for the needed improvements.  The funds were used to hire a consultant to provide the necessary professional engineering and design services.  This design study was supervised by the Hancock Village Planning Committee (VPC).   The design goals included improvements to the roads, drainage, parking, pedestrian walkways and crosswalks, traffic calming, lighting, and safety.  The improvements also considered aesthetics; streetscape features, select materials for construction, preservation and maintenance of existing trees, planting of new trees, landscaping and the potential for relocating utilities underground.

 

 

 

 

Developing Design Concepts

 The goal of the design study was to retain the character of the Historic District, while accommodating the continuing and increasing use of the community center.  The recommended

improvements would have to be perceived as resting lightly on the existing pattern of historic settings.  The study produced a conceptual plan showing the proposed design so that the town’s citizens could weigh the pros and cons of the proposed changes.  A concept plan provides the design criteria for detailed construction plans.  It also helps the town when applying for grants and other money.

 

Design Features

Assets of the District

  1. Historic architecture is outstanding
  2. Fencing is an important period character feature
  3. Mature trees, mostly Sugar Maples add unique character to the historic corridor
  4. Walkway paths are early period and create a country village character
  5. District is recognized by the State Historic Preservation Office for its State and Federal historic significance

Getting Underway

In February 2004, the Town prepared a request for proposals for the needed services, and established a submittal of March 11, 2004.  Following the review of proposals in March and April 2004, the Town held interviews on April 30th, and selected Holden Transportation Engineering, in association with William W. Hoffman, Landscape Architect, hereinafter referred to as the design consultant. 

Preparing Base Plans

A current base plan was needed to represent the existing features within the limits of the Historic District.  Upon this base, the needed improvements could be drawn.  It was agreed that the Town Center should be flown over, with color photographs taken to include the district, along with a fringe area surrounding the district.  A low-level flight was needed to accurately portray the existing features, while enhancing the accuracy of defining existing ground elevations.  It was particularly important to conduct the flight prior to the budding of the trees.  Control targets were quickly placed, and the aerial photos were taken on May 6, 2004.  The aerial photography was processed and used in the development of a base plan of the historic district.  This base plan was used extensively through the design process to convey different alternatives for discussion and review by the VPC. 

 

Gathering Background Information

While the base plan work was getting underway, members of the VPC, acting with assistance from other Town Departments, were busy gathering background information to assist the design consultant.  Additional materials were retrieved to provide a history of how the Town appeared in earlier years.  The following is a list of information provided by the Town:

 

Deeds of the State Rights of Way

Property deeds

Lists of Tax Maps, Parcel Numbers and Current Owners

Maps and Names of the original House Owners

Old Photographs of Hancock Village streets and houses spanning the 19th and early 20th century’s Utility diagram from Road Agent Kurt Grassett dated 12-3-70

 

Establishing the Existing Right of Way

Holden used the materials provided by the Town, plus some existing features (such as fences and rows of shrubs) visible in the aerial photos to depict an approximate location of the existing Right of Way.  The New Hampshire Department of Transportation (NHDOT) has its own Right of Way for the roadway (State Routes 137 and 123), which runs through the Town Center.  It is generally believed to be 3 rods (49.5 feet) wide.  The Hosley Grant, however, defines the actual Right of Way for the Village.  Features on the ground, such as iron pins or granite markers, which identify specific boundary points for the Hosley Grant, were not visible in the aerial photos.  To capture such features for inclusion in a base plan, it will be necessary to conduct a field survey (on the ground) with ties to the aerial photo control.  As the project budget was limited, a ground survey was not conducted, and such hard features were not available to Holden for purposes of defining the Hosley Grant layout.  A ground survey will be required as the next step.  Kurt Grassett did conduct a detailed review of the layout shown on the drawings, and provided Holden with refinements to better depict the Hosley Grant Right of Way.  Such refinements were made to the plan drawings, and are included in this final package.

 

Reviewing the Background Information

The design consultant reviewed extensive information collected by the Town prior to the date of this project.  Before embarking on any design proposals, the consultant became intimately familiar with the current Main Street structure, its character and uses, and developed an understanding of the preferences of the Town residents.  With this background, favored options were developed by the consultant and presented to the Village Planning Committee.

 

Local Issues Needing Attention

The Town had determined that there were a number of goals which should be met, and a number of issues which should be addressed as part of the project to improve the aesthetics and functioning of Hancock’s historic district.  The discussion that follows includes a specific narrative on each topic.  It defines the issue, discusses alternatives that were evaluated, and then provides a conclusion for selecting a specific solution to each issue.

 

Traffic Calming, Including Crosswalks

Issue

 Slowing down traffic coming through the town center has been a concern of Hancock residents, and the VPC has placed this issue at the top of its list.  Many towns in New Hampshire have been working diligently to recapture what once was a center of activity, attempting to preserve the town center’s original purpose.  In order for this to happen, the town center must become more pedestrian friendly.  For Hancock, the task entails trying to accomplish this goal while accommodating the traffic of a State highway.  Pedestrians must feel safe as they make their way through the town center amidst this traffic.  The improvements to Main Street will have to be structured to reduce vehicle speeds as motorists pass through the village center.    This is accomplished by initiating traffic calming measures.

 

 

Alternatives Evaluated

There are many techniques used today for slowing traffic through town centers.  The first group of techniques is defined as “vertical”, and includes speed humps, speed tables, raised intersections, and textured pavements.  Speed humps are the most common, and are often seen in parking lots, internal roadways for residential developments, and in the approaches to schools where there are many pedestrians.  Speed humps are typically about 12 feet in length, about 4 inches tall, and will slow traffic to about 20 MPH.  Speed tables are similar, except that they are 22 feet long, have 6-foot ramps at each end, and have a 10-foot flat section on top built from bricks or other textured materials.  Raised intersections are flat raised areas, encompassing an entire intersection, ramped up to sidewalk levels making the entire intersection pedestrian territory.  Textured pavements are paved surfaces made of brick, concrete pavers, stamped asphalt, or cobblestone.  Theses textured surfaces, while adding character to the street surface, are sometimes difficult for pedestrians and bicycles to negotiate, particularly when wet.

 

The second group of techniques is defined as “horizontal”.  These include traffic circles, roundabouts, chicanes, and lateral shifts.  Traffic circles include raised islands, and prevent drivers from speeding through an intersection.  Roundabouts have raised central islands, along with splitter islands in their approaches to channel approaching traffic, and tend to be smaller in diameter than traffic circles.  Chicanes are curb extensions that alternate from one side of the road to the other, forming S-shaped curves.  Lateral shifts are curb extensions on otherwise straight streets that cause travel lanes to bend one way, and then bend back the other way.

 

A third group of techniques is defined as “narrowings”.  In general, these are accompanied by plantings, street furniture, and other vertical elements to draw the attention of the constriction and shorten the crossing distance for pedestrians.  Center island narrowings have center raised islands (landscaped) and narrow travel lanes.  They are generally placed at the entrances to neighborhoods (gateways).  Chokers are curb extensions that are built at mid-block locations, and narrow the street by widening a sidewalk or planting strip. 

          

Recommendations for a Solution

Holden presented and discussed all of the traffic calming features at its meeting with the VPC on August 25, 2004.  Many of the traffic calming techniques were discounted as they represent techniques for traffic calming at intersections.  While there are intersections at both ends of Main Street, the discussion focused on calming traffic in the approaches to the Historic District, and through the mid-section of Main Street where there are the most pedestrians.  Holden had presented a plan that showed the use of cobblestones at the intersections at both ends of Main Street.  Cobblestones are very effective in alerting the driver that they are now in different place, and drivers do tend to slow down when crossing these rough surfaces.  A suggestion was made to move the cobblestone areas further away (outward) from the intersections.  Holden felt that the more remote location would diminish their calming effectiveness for the Main Street approaches.  After considerable discussion on this matter, the cobblestones were removed from consideration due to the potential noise caused by vehicular tires rumbling across the stones, particularly during nighttime hours, and their high cost of construction. 

 

One important consideration in building traffic calming features is their effect on road maintenance.  NHDOT maintains and plows Hancock’s Main Street.  Plowing a street with speed humps can present its own set of problems with the potential for plow tips to catch on the raised pavement.  There is also the issue of residual snow that remains on each side of the hump as the plow is not able to remain in full contact with the pavement as the plow rises on the near edge and falls on the far edge.  Plowing over textured surfaces is less of a problem for snowplows.

 

Originally designed with 12-foot travel lanes, the proposed pavement for Main Street was reduced during the study evaluations to 11-foot lanes as a traffic-calming feature.  There was concern by Holden that this width reduction might, in itself, cause safety problems, particularly with the volume of large truck traffic on Main Street.  Specifically the concern was a large truck passing through, and the simultaneous opening of a car door on a vehicle that is parallel parked on Main Street.  At a meeting with NHDOT, District Engineer Doug Graham approved of the 11-foot lanes.  The VPC’s decision was to hold the 11-foot lanes. 

   

Though not specifically defined as a traffic-calming feature, the installation of crosswalks was an important topic of discussion in the context of pedestrian safety.  There are no formal crosswalks now.  Three locations were identified as logical places for pedestrians to cross Main Street.  The material for crosswalks was discussed extensively, particularly in the context of not detracting from the historic setting of the Town.  The durability of materials to withstand the street’s heavy traffic was also considered.  It is proposed that 12 inch wide granite pieces be sunk into the road surface to delineate the edges of 6-foot wide crosswalks with bituminous concrete pavement and a chip-seal surface to provide a textured surface for the interior of the crosswalks. 

The VPC has accepted this alternative for the crosswalk construction. 

 

Traffic calming features at the entrances to the Historic District were also discussed extensively.  Kurt Grassett, the town’s Road Agent, suggested the construction of 11-foot travel lanes with an

8-foot wide raised (landscaped) median island on Bennington Road southward of the school driveway, and also on Rte. 123 near the cemetery, and westerly of the driveway to the Town beach.  This idea was accepted by the VPC, and is consistent with traffic calming techniques that fall into the “horizontal” group as they form a constriction through which a driver must maneuver.  

 

Signs at the village gateways were also suggested as traffic calming devices.  These signs, with appropriate language are intended to alert motorists that they are entering a historic district, and to use slower speeds.  These signs are to be placed in all of the roadway approaches and well in advance of the actual historic district boundaries.  These signs have been shown on the concept plans. 

 

Parking

Issue

The lack of formal parking spaces on Main Street, and within the village, was another critical issue for the VPC.  Worn street edges caused by parking and turning have damaged historic tree roots and grass areas bordering Main Street.  Passengers exiting their vehicles often step in water or mud.  Congestion and unsafe parking conditions, particularly at the front of commercial buildings on Main Street have been a safety concern for residents.  Existing spaces in front of the Market, Fiddleheads, and the Salon are right angle (or 90 degree) parking spaces.  Exiting vehicles are blind to oncoming traffic. 

 

Adequate parking for Main Street uses in general has been a problem.  Uncontrolled time limits on Main Street spaces have frustrated business owners.  The solution is to enforce time limits and encourage off-street parking.

 

Alternatives Evaluated

The problem of inadequate parking is not new.  Town committees have been formed in the past to study the issue.  At certain times of day, parking is inadequate.  There are no large public parking areas convenient to the town center.

 

Parking spaces along Main Street could be either parallel spaces or diagonal spaces.  For the most part, the VPC agreed that parallel spaces would be the safest, while keeping the extents (widths) of “pavements” minimized.  The location of formal parallel spaces would generally coincide with the location of present, less formal spaces.  The outer edges of the formal spaces would have to be defined by a hard edge such as curbs.  That edge would not only help stop the continuing degradation of grass areas and tree roots on mature trees, but would also provide a gutter edge to carry storm drainage to new catch basins. 

 

Holden worked with the VPC and prepared a preliminary plan for the Main Street travel lanes and adjoining parking spaces.  The initial plan included only parallel parking spaces.  The number of spaces in front of the three commercial businesses described above would be reduced by this plan.  A special meeting was held on February 8, 2005 for the primary purpose of discussing parking with the business owners.  The reduction in spaces drew immediate fire from the business owners, with claims that they were certain to lose customers and business.  The message was that they would be willing to give up property, if needed, and forfeit landscaping and fences if there was a way to reinstate, or even improve on the number of available spaces for their customers.  The directive to Holden was to study diagonal spacing arrangements in front of the three businesses.  With such a plan complete, the VPC met again with the owners, and the new arrangement of spaces was accepted as an option. 

 

Recommendations for a Solution

Parallel Parking (where shown on the plan), would be 9 feet wide and 22 feet long.  To help distinguish parking spaces from roadway travel lanes, it will be necessary to either paint the parking space areas, or texture the surface of the parking spaces.  It was generally agreed that painting the spaces would be out of character for the Historic District.  Texturing the pavement surface in parking locations would at least provide a different appearance when compared with the adjoining travel lanes for the roadway.   The idea of chip sealing the parking was raised.  Chip sealing is a process whereby the surface is first paved with bituminous pavement.  Following the paving, an asphalt emulsion, topped with a fine aggregate stone is pressed (rolled) into the bituminous pavement surface.  Once cured, the new, rougher looking surface is a lighter grey color with edges of the fine stone exposed (visible).   Chip Sealing photos and construction information are provided in Appendix A. 

 

To delineate the beginning and end of parallel parking spaces, paint lines were once again discussed.  In keeping with the historic character of the village, paint was ruled out.  An alternative was presented which includes the installation of granite pieces (perpendicular to the street centerline), flush with the parking surface and 9 feet long to delineate individual spaces.  This alternative was accepted by the VPC pending further study of cost and appearance. 

 

Diagonal parking spaces in the area of the three businesses (South side of Main Street) would be

9 feet wide at a 60-degree angle, with bituminous pavement and a chip seal surface.  There would be a total of 9 spaces.  This is safer than the current arrangement.  It gives drivers better sight lines for oncoming cars and makes the taillights of exiting vehicles more visible.  There is also less chance that an exiting vehicle will hit a parked vehicle across the street.

 

Refining larger public parking areas behind the Town office and at the Town beach and pursuing new parking behind other buildings along Main Street will require further discussion between local officials, business owners and Town residents.  

 

Walkways

Issue

Existing walkways along Main Street are presently worn, and are varied in their ability to accommodate use.  Ill-defined in some locations, and depressed (sunken) in many locations, rain water ponds on these walkways making passage difficult.  Clearing snow during winter months is next to impossible, forcing pedestrians to walk in the street. 

 

Alternatives Evaluated

In preliminary discussions with the VPC, Holden learned that walkways in the district serve different purposes.  The dirt paths in some places are lightly used.  The wider walks by the library and inn are used more.  It was necessary to first define the uses, and then evaluate how and where they would be constructed.  It was generally agreed that at least one walkway should be primary, serving most of the pedestrians.  Specific construction materials were ruled out immediately for their lack of historic conformance.  These included bituminous concrete pavement and Portland cement concrete.  Other materials, though less offensive, were also discounted not only for lack of historic conformance, but also high cost of construction and high maintenance.  These materials included bricks and cobblestones.  For reasons mentioned earlier, cobblestones are sometimes difficult for pedestrians to negotiate, particularly when wet.  VPC members most readily supported soft surfaces, though maintenance was a major concern of the Town’s road agent.  Stone dust alone would not endure heavy pedestrian use, and would not maintain its shape over time.   

 

Recommendations for a Solution

The VPC recommends constructing a formal sidewalk extending on the north side of the street from the post office to the west corner of School Street.  This walkway would be wider than other footpaths, allowing several people to walk side-by-side, a person pushing a stroller, and also a disabled person in a wheel chair.  This primary walkway would generally follow the alignment (course) of the present walkway on the north side of Main Street.  This path, when reconstructed, would be 4 feet wide.  It would follow the slightly irregular route of the current walkway.  This would give it a degree of randomness, most resembling the paths of long ago.  Another primary walkway area included a section in front of the commercial businesses on the south side of Main Street.  A third primary walkway would be constructed across the Town Common in front of the Town office.

 

Extensive research was performed on the subject of soft sidewalk surfaces for use on the primary walkways.  What was needed was a material that would maintain its shape (a stabilized base) with a soft material surface.  A product was located, with evidence found of successful use in other locations.  The product is a soil stabilizer additive which, when added to clean granular base material, will solidify and remain compact.  Over that stabilized base, a soft material (like stone dust) can be added.  It was agreed that a test section should be built along Main Street to test its endurance, and allow residents to evaluate its success.  Detailed material on this product is found in Appendix B.   The north sidewalk will be kept clear of snow and ice in winter.

 

A test section (built by the Hancock highway department) was constructed in front of the Library.  This section was constructed to evaluate proposed materials, their appearance and their durability.  It included a widened gravel area with curbing for a few parallel-parking spaces.  Three segments of sidewalk were built with different construction materials along an approximate 90-foot length.  With the test section in-place, residents of Hancock will be able to see and evaluate a real-life segment of what could be used for the full Main street project.  The VPC will solicit reaction from local residents regarding both the materials and the function of the test section.  It would be prudent to allow this section to function for at least one year, a time frame that is sufficient to see how the materials hold up through all types of weather and maintenance.  Of particular interest will be the sidewalk material; how it sheds water, how well it maintains its shape, and how it holds up to snow removal. 

Secondary walkways (or pathways) would be located in other areas, serving the single pedestrian (or single file) users.  These pathways would likely be limited to non-winter use, and maintenance would be less of a concern.  Such pathways exist in specific areas.  In other areas, pathways that once existed have all but disappeared.  It is the VPC’s desire to re-establish those paths that have disappeared.  Pathway areas are located on the south side of Main Street, east of the Salon, and along the south side of Main street west of the Market and continuing along the turn of

Route 137. 

 

Pathways would be constructed at 18 inches wide with a stone dust surface. 

 

Concrete sidewalks exist in front of the church and vestry building.  The VPC has determined that they will remain as they are, and will not be reconstructed. 

 

The VPC did work with the Town Common Commission to determine the best location and configuration for the sidewalk in front of the Town office.  The shape and placement is as shown on the final concept plan.  One additional sidewalk may be constructed to connect the parking lot at the rear of the Town office with the parking lot at the front of the Town office.

 

Curbing

Issue

There was concern that curbing would not conform to the Town’s historic character.  Although curbing was not prevalent in the early days, the need for a hard vertical face at the edge of parallel parking spaces (to correct the existing ill-defined edge), and the need to convey storm water along that edge are clear today.  There are short, dissimilar sections of granite curbing along Main Street today.  These sections would be removed as necessary under the Town’s scheduled improvements.

   

Alternatives Evaluated

The goal was to find curbing that looked old.  Portland cement concrete curbing and bituminous concrete curbing would not meet the objective.

 

Recommendations for a Solution

Granite curbing seemed the obvious choice.  NHDOT was contacted for possible stockpiles of old granite curbing, removed from past roadway reconstruction projects.  This inquiry proved unsuccessful.  Curbing suppliers were contacted.  New curbing can be manufactured to have an old look (split or roughened all sides).  This old-look is more expensive than modern polished curbing, but it is less expensive than old granite. This option was recommended for use on the Hancock project.   Areas designated for curbing are depicted on the final design concept plan. 

 

Street Lighting

Issue

There is a need to improve and enhance lighting in the historic District.  Present lighting is inadequate, particularly in the areas of pedestrian activity.  Enhancing the village center for safety will require the installation of appropriate lighting poles and fixtures. 

 

 

 

Alternatives Evaluated

The discussion focused on lighting character and illumination coverage with a subdued, pedestrian focus.  This is in contrast to modern day street luminaries, installed for the purpose of guiding vehicles along city streets and through busy intersections.  Research was performed to locate appropriate low-level poles and fixtures that would blend with the Town’s historic character.  Bill Hoffman presented catalog photos at a VPC meeting held on August 25, 2004.  Ray Pierce provided Holden with the proposed locations for low-level lighting.  These locations are shown on the final concept plan.

 

Recommendations for a Solution

A model pole and fixture for low level lighting were viewed by the VPC, and are shown in a catalog photo from Walpole Woodworkers in Appendix C. The lighting poles will be built locally.  Electrical power to feed these lights would likely come through cables (housed in conduit) and buried in the ground.   These lights would replace existing utility pole street lighting.

Existing Street Lighting – There is one existing sodium vapor light fixture that needs to be replaced with more appropriate lighting.  It is located on a utility pole on the south side of Main Street, just westerly of the walkway that traverses the Town Common in front of the Town office.

  

Trees

Issue

Historic trees along Main Street continue to deteriorate.   The Town is losing one to two trees a year, and there are several that are seriously cracking and in danger of hitting buildings.  A program (by experts) is needed to evaluate their condition and make recommendations.  Additional tree plantings are needed to complete the rhythm of a bordering shade canopy over the walkways and street corridor.

 

Alternatives Evaluated

It has been the consultants’ recommendation that an arborist be hired by the Town to inventory and assess all trees in the Historic District.   The arborist could provide a detailed report defining the present condition, a program for tree care, tree varieties to be added (see plan for locations), and tree maintenance over future years 

 

Recommendations for a Solution

The VPC met several times with Hillsborough County Extension Forester John Nute.   He worked with Ray Pierce surveying the trees in the historic district.  Each tree was graded for health and more than two-dozen were noted as needing care.  The survey is on file at the town office.  At the March 2005 town meeting, voters approved a $3000 warrant for tree care.  This work was done in August 2005.

 

New trees are needed to extend the canopy of shade along Main Street, and have been added to the concept plan.  On the plan, trees have also been added in the Town Common.

 

Town Common

Issue

The issue is the preservation of the integrity of the Town Common. 

 

Alternatives Evaluated

The Town Common Commission was consulted by the VPC regarding issues of importance, and future needs. 

 

Recommendations for a Solution

Several enhancements are planned.  These include the planting of several new trees, a reconfiguration of a primary walkway across the Common, and the installation of granite posts with chain to prevent cars from parking on the grass and preserve the edge of the Common.

 

Utility Lines

Issue

The utility cables strung overhead on wooden poles degrade the appearance of the village.  The goal is to bury these utility lines.  The VPC was interested in knowing exactly what was involved in moving all of the overhead utilities to an underground location, and what the cost might be to perform this task.

 

Alternatives Evaluated

In order to answer the questions, Holden spoke with appropriate representatives of the three main utilities.  Those representatives included:

Tom Reed

Adelphia

322 Nashua Street

Londonderry, NH 03053

 

Tel. (Tom) 889-6718 Ext. 327

Cell 765-3611

E-Mail – tom.reed@adelphia.com

Sue Blothenburg

PSNH

19 Production Avenue

Keene, NH

 

Tel. (Sue) 1-800-562-3190 Ext. 5115

 

 

Serge Laprise

Verizon Engineering

100 Gay Street

Manchester, NH 03103

 

Tel. (Serge) 645-2721

FAX 647-6389

Cell 490-0676

 

Holden provided each company with a detailed base plan for estimates.  Sue Blothenburg, the representative from PSNH, attended a VPC meeting (on August 25, 2004) to outline the technical aspects of placing utilities underground.   Order of magnitude costs were presented.  The VPC was told that there would be an up-front cost for PSNH’s detailed estimate for this specific project in Hancock.  The estimated cost was $75,000 (10 percent of the project cost).  The VPC was told that the effort required (by the utility) to provide a good estimate requires field time by construction technicians, and some preliminary engineering time by their office staff.  To truly find out what the cost would be, the Town of Hancock would have to first raise the money to pay the utilities to perform the cost estimates.  

The VPC did have one follow-up public meeting on October 26, 2004.  Holden Engineering was not present.  Hancock residents heard from a panel of town planners and engineers who have successfully buried the wires in their historic towns and in private projects.  Residents heard in detail about what is required, ways to keep costs down, sources of funding, and the resulting benefits.

 

Going underground does not mean that there are no visible remaining structures at the ground surface when the job is complete.  Pad-mounted transformers are necessary on intermittent properties along the utility run.  These are green metal cabinets on concrete foundations. Easements are needed on individual properties to run the underground service to the home or business.

 

Recommendations for a Solution

Preliminary discussions indicate that there is a high cost to go underground.  That is not to say that it is impossible.  The steps necessary to undertake such a project could be phased over time.  Initially, the Town needs to raise the money for the estimate.  Once the utilities have prepared the estimate, and then proceeded with the design plans, the Town could embark on securing the necessary easements from individual property owners for the runs between the street and the buildings.  The Town could then hire a utility contractor to install the underground conduit in a given year.  With these conduits in the ground, the work of installing the cabling could proceed.

 

Storm Drainage

Issue

The existing storm drainage system is inadequate in its present form, with water ponding at street shoulders and parking spaces.  Existing catch basins are connected by runs of storm drainage pipe that outlet at both ends of Main Street.  There are not enough catch basins to properly capture the rainfall in regular storm events.  Drainage is at its worst in winter.  A revamping of the storm drainage system is needed.  

Alternatives Evaluated

There is really only one alternative to this issue, and that is to design a new storm drainage system in conjunction with the roadway design.  To ensure that the new drain system will perform well, the designer will evaluate the profile of Main Street, and make corrections to the profile to ensure that there is a positive gradient on the street.  A positive cross slope is also necessary to ensure the storm water drains to the road gutter line.

 

Recommendations for a Solution

Curbside catch basins, connected by new carrying pipes are needed to correct current drainage deficiencies.  Where curbing is not used, a rolled asphalt drainage swale will be built to convey the storm water.  The new drainage system will carry storm water to new outfall pipes which will likely outlet close to the same points of present discharges.   A typical cross section for the roadway construction is shown in Appendix J.

 

Roadway

Issue

The existing roadway requires a redesign to correct deficiencies, while incorporating all of the new features developed in this planning study.  The appropriateness of paving materials and the goal of “less pavement” has been a primary concern.

 

Alternatives Evaluated

Earlier discussions regarding the pavement layout, parking spaces, the widths of lanes, the need for traffic calming, and the installation of a new storm drainage system are all roadway related items.  The road agent has indicated that the subgrade (underlying roadbed) materials are generally sand.  This makes it easy for road reconstruction.  It is understood that the roadway profile will have to be adjusted.  This is necessary to not only ensure a positive gradient for drainage, but also minimize the impact to sideline features such as historic trees, walkways to building fronts, and front lawns. 

 

A realignment of the intersection near the Town office was evaluated for possible change.  The idea was to make Main Street turn, and ‘T’ into Rte 137 at a stop sign near the Common (area of the Gazebo).  This idea was put forth as a speed control mechanism, but later discarded after serious consideration by the VPC and local officials. 

 

Recommendations for a Solution

Travel lanes will be built at 11 feet wide (total travel surface of 22 feet).  The road surface really needs to be bituminous concrete pavement, as it presently is.  In addition to Main Street improvements, other areas requiring work include:

 

Shoulder and drainage improvements in two locations: 1) the easterly side of Route 137, south of its intersection with Hosley Road - this location also requires tree trimming to improve sight distance, and 2) the southeasterly side of Bennington Road beginning at the Stevenson (Village Farm) roadside boundary line and extending to a point opposite the school driveway.

 

 

 

Developing an Effective Mechanism to Convey Design Ideas

 A design plan with proposed improvements is sometimes difficult for the public to envision.  A more visual way to present the improvements was needed.  Holden Transportation Engineering’s solution was to show the proposed improvements, superimposed on existing building front photos.  To implement this idea, color photographs were taken (while walking along the centerline of the existing roadways) on a predetermined spacing so that each building, and the features between buildings, would appear in a head-on photograph.  The photographs were developed, and digitally copied to CDs.  Using special software made for photo manipulation, all of the building front photos were seamed together in continuous strips, representing the existing condition.   

 

Meetings with the Village Planning Committee

A series of meetings were held over the duration of the planning study to discuss the many facets and design details that were prepared by the consultant.  Guidance and constructive comments received at these meetings were then evaluated, and comments were implemented to move the design forward.  This series of meetings culminated in a plan of final recommendations.  The consultant was present at the following meetings with the VPC: 

 

July 15, 2004 – Initial Meeting with VPC to review the newly prepared existing conditions base plan and aerial photos; preliminary discussion on key issues for design

August 25, 2004 – First design meeting - Preliminary design layout developed by Bill Hoffman (which Holden prepared as a color enhanced CADD drawing) was presented and discussed with the VPC at the Town Library.  Items discussed included: defining cross walks and their locations; surfacing materials for streets, sidewalks, and parking areas – (materials samples collected by Holden were viewed by the VPC); catalog photos for lighting were presented by Bill Hoffman; Underground utilities – a presentation was made by Sue Blothenburg from PSNH; traffic calming – detailed discussion based upon input received from Holden and NHDOT.  A detailed review of this submission was conducted by the VPC on September 8, 2004, and detailed comments were sent to the design consultant for review and incorporation into the design. 

November 10, 2004 – Second design meeting – The design consultant provided written comments to the issues raised in the VPC comment letter dated September 8th, and revised colored CADD plans were presented for discussion.

February 8, 2005 – Meeting with business owners, a few VPC members, and one Selectman; Holden presented a parallel parking scheme in the vicinity of the Market and Fiddleheads.  Schematics for landscaping, fencing and other amenities are presented by Bill Hoffman.  Parking was the biggest concern for these owners.  Holden was asked to study angle parking.  A 60-degree parking layout was prepared and submitted to the VPC, and a follow-up meeting between the VPC and the business owners was held.  Owners seem satisfied with new layout. 

Other comments were received from the VPC, and incorporated into the design.  Holden continued to complete the building front photo enhancements (in areas where the improvements are well defined) in preparation for the VPC’s presentation to the general public on April 9, 2005.

 

Presenting the Proposed Improvements as Enhancements to Existing Building Front Photos

Following the technical review meetings, and implementing comments received from the VPC, the consultant now had a complete base plan, and a consensus opinion, of what the improvements would entail.  A new colored plan was prepared and presented to the VPC.  (A small copy is attached.  A larger version is available at the town offices.)  With the improvements now defined, Holden embarked on the task of showing the new improvements as enhancements on the previously seamed together building front photos.  Following several review rounds and some changes to color and texture patterns, Holden completed the views (mostly along Main Street) of all the areas where improvements are to be made.

 

Presentation to the General Public

April 9, 2005 – The VPC displayed and presented the design concepts for Village Improvements to the community as a whole.  The viewing public easily understood the presentation graphics.

 

Implementation strategy

The Town’s voters have approved a warrant article to fund the construction of a 100-foot section of walkway and curbing for review and trial before the complete project is undertaken.  This section is in front of the library.  It is suggested that the VPC monitor parking and sidewalk performance following construction. 

 

Estimates of Cost for Construction

Holden/Hoffman has prepared preliminary estimates of cost for construction based on 2005 values.  The Excel spreadsheets that follow in Appendix H represent a breakdown of those costs.  The reconstruction of the street pavement is based upon a pavement reclamation process, over which 4 inches of new bituminous pavement will be placed.  This reconstruction process has been reviewed with Kurt Grassett.

 

Implementation Schedule

General

The purpose of this implementation schedule is to define the order of work necessary to advance the project from this point forward.  The order of work is founded on two basic assumptions:

1) that the proposed improvements must first be designed and shown on plans that can be used by the  group that will perform the construction, and 2) that any underground work should take place prior to aboveground work.  In this way, the street pavement, sidewalks, and landscaping won’t be ripped up following the completion of all the work.  The underground work can fall into three main categories:

  1. Placement of all overhead (pole mounted) utilities underground.
  2. Reconstruction of a storm drainage system underground.

 

Ground Survey

Before any of this work can take place, it will be necessary to perform an on-the-ground survey to definitively locate all of the topographic features within the historic district.  While many features were extracted using the aerial photography, other features (not visible in the photographs) can only be located with a ground survey.  Of particular importance will be features such as granite bounds, pins or other monumentation necessary to define the Hosley Grant boundaries and individual property line boundaries.  The ground survey will also provide exact elevations of roadway surfaces, drainage structures, walkways, driveways, doorsteps and house sills that will become extremely important as we set a proposed profile for Main Street.   

 

 

Base Plans

The ground survey information will be used to prepare an updated base plan upon which design improvements can be shown.  Individual abutter property information will be revisited and adjusted to coincide with visible evidence gathered from the ground survey.    

 

Preliminary Design Plans

A construction centerline with stations will be established.  The centerline will depict the middle of the new roadway, and will be consistent with the layout presented to the VPC in the design concept.  The pavement layout will then be added, as well as curbing, drainage swales, parking spaces, crosswalks, sidewalks, walking paths, new trees, fences, and lighting.   

 

Existing ground cross sections will be cut from a ground model prepared using the new survey.  The cross sections will be stationed in accordance with the construction centerline stationing.  With a template for the reconstruction, critical elevations will be set which will help define the vertical geometry for the proposed profile.  Setting the proposed profile is a critical step.  The proposed construction must minimize sideline impacts to grass/trees/shrubs, driveways, lawns, fences, walkways, and building fronts.  The design plans will show all of the proposed features scheduled for construction, as defined by the VPC and shown in the current design concept.  Among other things, they will include specific items such as shoulder and drainage improvements, and tree trimming identified for segments of Bennington Road (east side adjacent to the Murphy property) and on Rte 137 (the steep hill area adjacent to the Rodat/Miller property).  A layout for a new storm drainage system along Main Street will be depicted on the drawings.  The plans at this stage will include a front sheet, typical sections of the improvements, plan and profile sheets, drainage system design sheets, cross sections with template (top line only), and environmental drawings if needed.  Once complete, the preliminary plans will be presented to the Town and NHDOT for review and comment. 

 

Final Design Plans

Following a review of the preliminary plans, and incorporation of any comments, the design will be advanced to the Final Design Plan stage.  The plan set broadens in this stage to include drainage details; construction details for paved drainage swales, parking areas, trees, crosswalks, sidewalks, walking paths, curbing, fencing and lighting.  With the final design complete, quantities will be estimated for all of the construction items that will be needed on the project.  Unit pricing will be applied to each item for purposes of preparing a good estimate of the construction cost.  Once complete, the final plans package will be presented to the Town and NHDOT for review and comment.   

 

Utilities

In prior meetings held to discuss utilities and going underground, the utility companies told VPC members that there would be an initial up-front fee to cover preliminary design and preparation of a good estimate.  The Town would have to raise the funds to cover that up-front fee.  Only in this way can the Town learn what the true cost will be to go underground.  The Town should begin their contact with PSNH.

 

Once the good estimates are received from the utilities, the Town will have to make a decision on whether or not to move forward with burying the utilities. 

Having made that decision, the Town will also have to make decisions on other utilities such as water.  Will any of these utilities need to be constructed, replaced, or extended within the limits of the Historic District?  If the answer is yes, these specific utility improvements will require design, and will have to be integrated with other underground utilities, including the new storm drainage system. 

 

Construction of the Improvements

The final design plans described earlier will depict what is to be constructed, and how each part of the work will be constructed.  The actual work can be: 1) put out to public bid for construction by a general contractor, 2) performed using Town (highway department) forces, or 3) performed using a combination of Town forces and local contractors. 

 

Experience has shown that the most cost effective way to build the improvements is to use method 3.  In this way, the Town is able to limit its expenditures on outside labor and equipment, (and to some degree, materials costs) by using its own employees and its equipment to perform those tasks within the capabilities of its work force.  Tasks requiring specialized labor, tools and materials can be subcontracted out to local contractors who have successfully performed work for the Town in the past.  There will, of course, have to be an understanding that other Town maintenance work (normally performed in the summer months) will have to be put on-hold while the highway department focuses its energies on the Historic District reconstruction project. 

 

 

 

Summary

The steps described above (from design through construction) define the process through which the intended improvements can become a reality.  The design of the improvements must be advanced using good base plans with accurate feature depiction and complete Right of Way and property boundary information.  The importance of a complete and accurate base plan cannot be overstated.  In the likely event that the design progress will be presented to the public at interim points through the design process, it is necessary that specific plan information, particularly features that exist on private property (like trees, shrubs, fences, and walkway) be accurately portrayed.  Any design, when depicted on accurate base plans, will result in a better definition of sideline impacts, and fewer problems during construction.