The following text has been provided to facilitate screen reader technology. For the full plan including graphics, please refer to the pdf version.
GREENWICH
BIKE AND PEDESTRIAN
CONNECTIVITY IMPROVEMENTS
A section of the EST in the Town
INTRODUCTION
The Town and Village of Greenwich Connectivity Plan provides a long-term vision
for improving bicycle and pedestrian connections. The Connectivity Plan is a direct
outcome of the 2023 Town and Village Comprehensive Plan, which identified the
importance of improving pedestrian and bicycle connectivity. The Greenwich
Connectivity Plan was developed with the support of Adirondack-Glens Falls
Transportation Council (AGFTC) funding.
Improving pedestrian and bicycle connectivity will allow residents and visitors alike
to better capitalize on the communities’ amenities. Safer connections and improved
signage will link Greenwich’s diverse parks, historic hamlets, community centers,
and downtown core. Clear connections between the Empire State Trail and the rest
of the Town and Village will support the local economy. Long-term alternate use of
underutilized railway corridors will create safe, off-road connections that highlight the
community’s history and landscape.
THE PLANNING PROCESS
The planning process for this project was guided by a dedicated committee that led
efforts to assess existing conditions, gather public input, and develop a comprehensive
connectivity strategy. The process followed a structured timeline, beginning with
a review of existing conditions, which analyzed land use and bicycle/pedestrian
conditions to identify opportunities for improvement. Public outreach played a
crucial role, with engagement efforts such as an interactive web map and community
meetings used to collect feedback on local needs and priorities. Using this input,
the committee worked on system development, identifying potential routes and
treatments to enhance bicycle and pedestrian connectivity. Finally, priority projects
were selected based on feasibility, demand, and safety considerations, ensuring that
recommendations align with community goals and long-term mobility improvements.
Project Advisory
Committee
Jim Nolan, Town of Greenwich
Supervisor
Amanda Hurley, Village of
Greenwich Mayor
Audrey Burneson, NYS
Department of Transportation
Pamela Landi, Washington County
Planning
Jack Mance, A/GFTC
Pamela Fuller, Greenwich resident
Teri Ptacek, Greenwich resident
Main Street in the Village
EXISTING
CONDITIONS
The existing conditions highlight
the need for improved bicycle and
pedestrian connectivity in Greenwich.
While the Village has a network of
sidewalks that aid connectivity, most
are not fully ADA-accessible and require
upgrades to improve accessibility and
safety. The Empire State Trail and State
Bicycle Route 9 provide existing cycling
infrastructure, but additional connections
are needed to enhance access to local
amenities.
High-traffic routes and intersections,
particularly along State Route 29 and
Main Street, present safety concerns
due to high vehicle speeds and crash
data indicating areas needing attention.
Land ownership considerations show
that most land is privately held, requiring
coordination for off-road infrastructure.
Additionally, road slopes vary throughout
the Town, influencing route feasibility
for cyclists and pedestrians. These
factors helped guide the planning
and prioritization of connectivity
improvements.
The full existing conditions memo can be
found in the appendix.
A pedestrian crossing at the Rte 29/40 roundabout in the Town
ADA non-compliant sidewalks in the Village
Multimodal trail connecting to Hudson Crossing Park
PUBLIC ENGAGEMENT
Public engagement played a critical role in shaping this plan by identifying key
community priorities and infrastructure needs. An interactive web map gathered 75
location-based contributions and 85 comments from 25 unique users, and suggestions
emphasized the need for bike racks, crosswalks, sidewalk improvements, flashing
pedestrian signage, and traffic calming measures throughout the Village and Town.
Other outreach efforts, including press releases, online media content, and local flyers,
helped drive participation. Additionally, an in-person engagement component featured
interactive boards at the Greenwich Library and Town and Village Halls, where residents
could mark maps and complete a written survey. While participation varied for each
type of engagement, responses consistently emphasized the need for safer, more
accessible, and better-connected walking and biking routes. Safety and accessibility
were top concerns, with a strong interest in expanded pathways, improved sidewalks,
and dedicated cycling infrastructure. These insights guided recommendations for future
pedestrian and bicycle improvements in Greenwich and helped to further prioritize projects.
FINAL PUBLIC
ENGAGEMENT
Once recommendations were
developed based on guidance
from the public and committee, the
draft concepts were presented to
the public for final feedback. A video
explaining the different concepts
was developed and participants
completed a survey to indicate
their thoughts, and preferences.
Generally, when asked whether the
recommended improvements would
encourage them to bike or walk more
in the Town and Village, all said yes or
maybe, with the majority choosing yes.
The top proirity identified by the public in
the survey was a rail to trail connection
to the Empire State Trail, but overall,
responses were very positive, higlighting
that the concepts could support
improved safety, access to key amenities
for residents and further encourage
walking and biking in the community.
Connectivity Plan
The Connectivity Plan for the
Town and Village of Greenwich
aims to enhance bicycle and
pedestrian access by linking
key destinations, including the
Empire State Trail, the Village
center, and Hudson Crossing
Park. Existing infrastructure
consists of both on- and off-road
bike facilities, but gaps remain
that limit safe and continuous
connections.
The map above highlights
existing green spaces and
proposed trails and facilities
identified in previous studies,
including the Empire State Trail
and State Bicycle Route 9. The
Empire State Trail is a 750-mile
route stretching north-south
from New York City to Rouses
Point on the New York-Quebec
border and east-west from
Albany to Buffalo. It consists of a
mix of on- and off-road trails with
varying surface types. The State
Bicycle Route 9 is a 345-mile
signed, on-road bicycle route
that follows a similar north-south
alignment from New York City to
Rouses Point. These two routes
run parallel for much of their
length, serving as key regional
cycling corridors.
A primary focus of the
Connectivity Plan is filling
in gaps within the existing
network to create a safer, more
seamless system for recreational
cyclists and other users. By
improving infrastructure and
addressing missing connections,
the plan enhances access to
local businesses, parks, and
community spaces, fostering
a more bike-friendly and well connected
community for
residents and visitors alike.
PRIORITY IMPROVEMENTS
Three priority improvement areas were identified with the committee and advanced to concept level design. This
section provides a description of each of the recommended improvements. Priority numbers one through three
are only used to identify the list and do not imply preference or level of importance of each priorty.
PRIORITY 1: EMPIRE
STATE TRAIL (EST)
CONNECTIONS
Priority 1 encompasses opportunities to
improve bicycle connections between
the Village and the Empire State
Trail, and presents an opportunity to
reuse a currently inactive section of
railroad within the town for residents
and visitors. Both on-road and offroad
opportunities were explored. The
Empire State Trail (EST) is a 750-mile trail
network connecting people to areas all
throughout New York State.
Due to high traffic volume and speed
on the road network, facilities such as
separated bike lanes or shared-use paths
are recommended. Both of these options
separate cyclists from vehicle traffic and
create infrastructure that’s safest and
most effective for users.
The conversion of underutilized sections
of the Battenkill Railroad to a trail was
identified by the Town and Village as
a priority due to its proximity to the
Empire State Trail and great potential for
recreational use by residents and visitors
for biking, walking, and jogging. The
Town and Village have initiated contact
in the past with the rail operator, and
the non-profit organization responsible
for preserving the railway, but based
on public feedback and committee
guidance, there was an interest in further
investigating alternatives in the context
of this planning document. To develop
concepts for this conversion, both rail-to-
trail and rail-with-trail options were
considered.
TIE-INS
When evaluating a bicycle and pedestrian network,
it is important to assess the existing conditions
at tie in points to ensure recommendations are
consistent with selections at either end of the
network. They are also used to identify if there are
opportunities to extend a treatment to a point of
interest or enhanced facility if within a reasonable
distance of our study area limit. Two tie-in locations
were identified.
WESTERN TIE-IN AT DIX
BRIDGE ROAD
The Empire State Trail, and the off-road segment
identified for analysis, terminates at the Dix
Bridge. The bridge crosses the Hudson River,
connecting the town of Greenwich with the town
of Schuylerville. While the Empire State Trail
continues into Greenwich, there is a transition from
a shared-use path into a shared-use road with no
designated on-street space for bicyclists. Hudson-
Crossing Park in Schuylerville and the entrance to
the Empire State Trail serve as key destinations at
the end of this study area.
EASTERN TIE-IN AT THE
VILLAGE BOUNDARY
NY-29 at Wilson Street is a high-volume, low speed
road through the village, serving as the
primary connector heading east and west. There
are currently sidewalks on both sides of the road,
with commercial buildings on the south side, and a
cemetery on the north side.
Both rail-to-trail and rail-with-trail
options have benefits and
challenges. Creating a rail-with-trail
path is a lower-cost option which
preserves a railbed for current
or future use, while providing a
facility for walkers and cyclists
that’s separated from motor vehicle
traffic. However, there are safety
considerations, especially along
an active corridor and it requires
more land to adhere to the required
space needed. The rail-to-trail option
creates a path on an area that has
already been cleared for use and
usually connects to destinations and
other corridors. While rail-to-trail
is often preferred, it is more costly
due to the construction needed to
remove the tracks and pave.
The on- and off-road options were
reviewed with the committee, and
the rail-to-trail off-road option was
selected as the preferred option.
The rail-to-trail design would take
the existing railroad line and convert
it to a shared-use path. This design
would allow users to enter and exit
the Empire State Trail and remain on
a separated facility from traffic. At its
current right-of-way width, a 15-foot
path would fit along the railbed. This
adheres to the American Association
of State Highway and Transportation
Officials (AASHTO) and Empire State
Trail guidelines, which require a
minimum of 10 feet and 2 feet of
clearance on each side. Since it
provides a connection to the Empire
State Trail, the trail’s Design Guide
would be applicable here, providing
wayfinding recommendations and
accessibility requirements. This
would also reactivate a corridor that
has been inactive for many years due
to reduced passenger and freight
demand in the area. The figure below
shows an example of what the path
would look like along the railbed.
WAYFINDING
Wayfinding must be a key component
of any EST connection project,
including enhancing the Dix Bridge
connection, as it serves as a critical
link between the Town of Greenwich
and the regional trail network.
Improvements to this connection
would enhance safety, accessibility,
and overall user experience for
pedestrians and bicyclists. Potential
upgrades could include wayfinding
signage, surface enhancements, and
improved transitions between the
bridge and existing trail segments.
Strengthening this connection
would not only support increased
trail usage but also promote
tourism, local economic activity,
and seamless access to recreational
opportunities within the region.
The signs at the EST’s intersection with Ann Street creates visual clutter and user confusion.
Rail-to-Trail Path Example
PRIORITY 2: ROUTE
29 COMMERCIAL
CORRIDOR
A second priority was identified along
the Town’s Route 29 commercial
corridor, between the Route 29/40
roundabout and the Village border,
with a particular interest in improving
pedestrian safety and connections
at/around the former Big Lots Plaza
intersection. There are gaps in the
existing pedestrian and bicycle
networks along this segment of
Route 29. Improving access and
mobility to the businesses within
this area and facilitating connections
to community destinations within
walking/biking distance of the
project area is a main priority for this
section. There is also a need to fill in
the sidewalk gap on the south side of
the roadway. Along with connectivity,
a desire for safety improvements
exists due to historical crash injuries.
A 0.15-mile sidewalk is
recommended to be installed on the
south side of Route 29 to provide
pedestrian access and connections
to key destinations, including the
little league fields and Cumberland
Farms. This sidewalk would fill a
critical existing network gap.
While the sidewalk would help
with pedestrian connectivity, the
committee also identified a need to
improve cycling infrastructure along
the corridor. After evaluating the
context, volume, and user type, two
potential improvement options were
reviewed: constructing a shared use
path or establishing a bike lane.
The shared-use option was selected
as the preferred improvement as it
would require less space than a bike
lane due to it replacing the existing
north side sidewalk.
In addition to the above
improvements, signal upgrades
and protected crossings are also
recommended at the plaza’s
signalized entrance to improve
safety. This includes marked
crosswalks and curb ramps. These
upgrades ensure ADA compliance
and better serves pedestrians,
including those with disabilities.
effective for users.
Shared-Use Path and Sidewalk Cross Section
Route 29 Full Concept
PRIORITY 3:
ACADEMY/CHURCH/
MAIN/COTTAGE
INTERSECTION
The final priority identified with
the committee was the Academy/
Church/Main/Cottage Street
intersection in the Village. The
intersection has four main
approaches, with Cottage Street
forming a fifth approach just to the
west on Main Street. Main Street
is free flow, with the other legs
stop controlled. There are three
crosswalks across Main Street,
with the middle crossing located in
an area that causes confusion for
motorists. Students crossing the
intersection is a primary concern for
Greenwich, due to the proximity to
multiple community uses (library,
youth center, school). The focus
of this priority area is to improve
accessibility for pedestrians and
overall operations.
Potential improvements, including
physical roadway geometry changes,
signage, stop controls, and directional
restrictions, were identified and were
shared with the committee and
public for feedback. A signal warrant
analysis was also conducted for the
intersection to confirm the viability of
a signal at the intersection (refer to
Appendix 2).
Based on the feedback from the
committee and the public, a multi-pronged
approach is recommended.
This would involve first working
towards implementing physical
improvements to the intersection,
including curb bump outs and
reworking and realigning the marked
crosswalks..
Concurrently, traffic flow analyses
could be conducted to evaluate the
impacts of installing all-way stop
signs or a traffic signal. Installing a
traffic signal at the intersection offers
several key benefits, improving both
safety and efficiency for all road
users. A signal helps regulate traffic
flow, reducing confusion and the
likelihood of collisions, particularly
at high-traffic locations. It provides
dedicated crossing opportunities for
pedestrians and cyclists, enhancing
accessibility and safety. Additionally,
traffic signals can help manage
congestion by assigning right-of-way,
minimizing delays, and improving
overall intersection performance. In
areas with varying traffic volumes,
signal timing can be optimized to
accommodate peak travel periods,
ensuring smoother movement
through the intersection. By creating
a more controlled and predictable
environment, a traffic signal enhances
safety, mobility, and the overall
functionality of the roadway network.
These aspects could be completed
alongside continued assessment
and potential implementation of the
directional restriction at Cottage
Street.
When asked about preferred
design improvement for the
Academy/Church/Main/
Cottage intersection during
the final public survey,
participants preferred RRFBs,
raised intersections, and
raised crosswalks as potential
treatments, with some
participants also identifying
curb extensions and access
management (changing
Cottage to a one-way street) as
their preference.
Academy/Church/Main/Cottage Intersection Potential Improvements
Church Street crossing at Main Street
COST ESTIMATES
Priority Project
Component
Approximate
Distance (LF)
or Count
Areas
Average Unit
Cost
Estimated
Cost
1: Empire State
Trail Connections
Rail to Trail
6.1 miles
$1,000,000
$5.5M – $7M
Wayfinding
Signage
$15,000
Enhanced Multi
Use Path to Dix
Bridge
1,584 LF
12,672
$15
$150,000 –
$200,000
2: Rt2 29
Commercial
Corridor
Sidewalk Extension
792 LF
4,752
$10.000
$50,000 –
$75,000
Traffic
Signal
Modifications
2 (count)
$50,000
$75,000 –
$125,000
Shared-Use
Path
3,168 LF
31,680
$15
$425,000 –
$525,000
3: Academy/
Church/Main
Cottage/
Intersection
All-Way Stop
Control
4
$1,250
$10,000
RRFBs
4 (count)
$15,000
$50,000 –
$75,000
Traffic
Signal
1 (count)
$300,000
$250,000 –
$350,000
Directional
Restriction
Signage
1 (count)
$2,500
$2,500
Channelized
Intersection
Concept with
All Way Stop
Control (curb
extensions,
crosswalk
realignment
& supporting
infrastructure)
$300,000-
$500,000
IMPLEMENTATION STRATEGY
The implementation of trail and on-street projects in the Town and Village of Greenwich requires careful
consideration of right-of-way constraints and coordination with property owners. For Priority 1, which
involves the development of a multi-use path, the jurisdiction lies primarily with the Town and Village,
requiring close collaboration to ensure successful execution. Meanwhile, the redesign of key intersections
will necessitate a coordinated effort between the State and the Town/Village to address safety and
connectivity needs effectively. Open communication with property owners will also be critical to addressing
concerns, ensuring equitable solutions, and fostering community support for these improvements. This
approach will ensure the successful implementation of these priority projects.
PRIORITY 1: KEY
NEXT STEPS
Step 1: Continue Outreach and
Partnership Building
The Town and Village should
continue outreach to the non-profit
entity that owns the rail corridor
to establish a working relationship
and discuss the potential for railto-
trail conversion. Given the
uncertainty surrounding ownership
details and deed restrictions, open
communication with the property
owner will be essential to clarify their
interests, concerns, and willingness
to collaborate.
Step 2: Conduct a Title Report and
Ownership Review
To gain a clearer understanding
of property rights, easements,
and restrictions, the Town/Village
should pursue a Title Report for the
affected section of the railroad. This
involves working with the County
Clerk’s Office to review historical
deeds, property records, and any
existing rights-of-way. A title search
professional or attorney can assist
in identifying any legal obstacles,
such as reversionary clauses or
deed restrictions that could impact
conversion efforts.
Step 3: Assess Regulatory and
Funding Considerations
Once ownership and legal
considerations are clarified, the
Town/Village should evaluate
applicable local, state, and federal
regulations governing rail-to-trail
conversions. This will include
environmental permitting, zoning
requirements, and accessibility
standards. Additionally, identifying
potential funding sources, such as
state grants, federal transportation
programs, or private partnerships,
will be critical for implementation.
Some of these potential funding
sources are described in the
“Funding Opportunities” section
below.
PRIORITY 2: KEY
NEXT STEPS
Step 1: Identify and secure funding
for the projects
Potential funding sources include
safety grants. Additionally,
local funding opportunities and
partnerships may be explored to
supplement grant funding and
ensure the project moves forward
efficiently.
Step 2: Initiate the design and
engineering phase
This phase will develop detailed
plans for the intersection
improvements. Permitting and
approvals will be required to move
the project forward. The Town
should work with NYSDOT and
other relevant agencies to obtain
necessary permits for construction.
PRIORITY 3: KEY
NEXT STEPS
Step 1: Conduct a Traffic Flow
Analysis
The Village should prepare a traffic
flow analysis to compare the impacts
of installing a traffic signal or all-way
stop controls at the intersection.
The results of the analysis should be
shared with the public to address any
potential concerns with this major
project.
Step 2: Continued Public
Engagement
The Village should continue to
engage with stakeholders, including
residents on the roads comprising
the intersection to provide
updates and get feedback on key
components. Engaging with Cottage
Street residents will be critical to
any potential future advancement
of a directional restriction along the
roadway.
Step 3: Coordinate with the NYSDOT
The Village should coordinate with
NYS Department of Transportation
to formally propose the installation
of a traffic signal and/or all-way
stop control at the intersection.
Early discussions with NYSDOT will
help determine the feasibility of
the improvements and ensure that
design parameters align with State
standards.
Step 4: Identify and secure funding
for the projects
Potential funding sources include
safety grants, such as the Highway
Safety Improvement Program
(HSIP), as well as State and
Federal programs that support
pedestrian and intersection safety
improvements.
Step 5: Initiate the design and
engineering phase
This phase will develop detailed
plans for the intersection
improvements, incorporating the new
traffic signal/all-way stop control
and pedestrian enhancements
such as bump-outs and crosswalk
realignments. The design will ensure
compliance with ADA accessibility
requirements and include high visibility
crosswalk markings, and
potentially pedestrian countdown
signals. Permitting and approvals
will be required to move the project
forward. The Village should work
with NYSDOT and other relevant
agencies to obtain necessary permits
for construction.
FUNDING
OPPORTUNITIES
There are numerous funding
opportunities available to support
the implementation of bicycle
and pedestrian infrastructure and
connection improvements, in the
Town and Village of Greenwich.
These funding sources can play
a crucial role in advancing the
recommended designs by providing
financial support for planning, design,
and construction. Information on the
most relevant programs, including
their matching requirements, funding
limits, and timelines, is outlined
below to guide the Town and Village
in securing the necessary resources.
New York Forward
The Village of Greenwich, as of
March, 2025, was announced as a
recipient of $4.5 through the New
York Forward (NYF) program. NYF
is program meant to invigorate and
enliven downtowns in New York’s
smaller communities. The grant
can be used to fund transformative
projects identified as priorities by
the community, and could be used
to implement elements of this
connectivity plan.
A/GFTC Make the Connection
Program is available to assist
municipalities with funding to
improve the region’s non-motorized
travel network. Project types that are
considered in the program include
new sidewalk and trail connections,
pedestrian safety improvements, and
pavement marking improvements.
Make the Connection Funding
is available through the Federal
Highway Association (FHWA),
although this is not a specific FHWA
program, but rather an A/GFTC
program utilizing a setaside of FHWA
funds and administered by the A/
GFTC.
• 20 percent local match
• Design Only Projects have a
minimum of $25,000
• Design and Construction or
Construction Only Projects have
a minimum of $75,000
• Federal Aid procedures apply
NYSDOT Transportation
Alternatives Program (TAP) is
available for projects that improve
the quality of life of the community
through the construction of
pedestrian and bicycle facilities and
pedestrian safety improvements. The
program is a Set-Aside of funds from
the Surface Transportation Block
Grant Program. The FHWA has
set aside a minimum of $1.4 billion
annually for this program through
2026.
• The current round is open with
• applications due January 9, 2024
• 20 percent local match
• Federal Aid Procedures Apply
• Design and Construction:
• Minimum=$500,000; Maximum
$5 million
NYSOPRHP RTP provides funding for
the development and maintenance
of recreational trails or trail-related
facilities. RTP funding is available
through the FHWA and administered
by the NYSOPRHP. RTP can be
applied for through the NYS CFA in
2025.
• 20 percent local match
• Federal Aid procedures apply
• Design and construction:
Minimum = $25,000; Maximum =
$250,000
NYSOPRHP Municipal Parks and
Recreation (MPR) grant program
is a new grant program that was
launched by NYSOPRHP in March
2025. Applications are due on
May 2, 2025, with an anticipated
second round of funding later this
year. MPR funding is available for
the construction of recreational
facilities and other improvements to
municipally owned recreational sites
and parks.
• 10 percent local match
• Maximum = $1,000,000
• $20 million available through two
rounds of applications.
•
Hudson River Valley Greenway
Community Grants Program
provides funding to greenway
communities and compact
communities to develop plans
or projects consistent with the
five Greenway criteria: natural
and cultural resource protection,
economic development, public
access, regional planning, and
heritage and environmental
education.
• 50 percent local match
• Federal aid procedures apply
• Maximum = $10,000
• Applications accepted quarterly
Hudson River Valley Greenway
Conservancy Trail Grants
Program is dedicated to funding
recreational trail projects. Special
consideration is given to projects
that seek to implement the goals
of the Greenway Trail Program. The
application emphasizes connections
to the Empire State Trail. Eligible
projects include trail construction,
planning, and design; trail
rehabilitation or improvement; and
trail education or interpretation.
• Funding amount varies by project
type from a low of $25,000 for
maintenance projects to up to
$250,000 for construction
• 50% match requirement
• Applications accepted quarterly
Safe Streets and Roads for All
(SS4A) implementation grants
provide federal funds to implement
projects and strategies identified in
an eligible Action Plan to address a
roadway safety problem. Projects
and strategies may be infrastructural,
behavioral, and/or operational
activities. Implementation grant
funding requests may also include
project-level planning and design
activities, supplemental safety Action
Plan activities, in support of a plan,
and safety demonstration activities.
• LCLGRPB is currently progressing
a Safety Action Plan which is a
precursor to implementation
funding applications. The status
of this should continue to be
monitored for future potential
funding.
APPENDIX A:
Existing Conditions
Introduction
The intention of the Connectivity Plan for the Town and Village of Greenwich is to improve
bicycle and pedestrian connections for residents and visitors to local amenities in a safe and
accessible way. Clear connections between existing amenities and trail networks will help to
support the local economy, highlight the community’s history and landscape, and improve
safety and access to recreation and transportation for residents.
Bicycle Infrastructure and Trail Network
To help improve cyclist and pedestrian connectivity in the Town and Village of Greenwich,
new connections will build upon existing bicycle and pedestrian infrastructure and trail
networks. The below summarizes existing bike routes that travel through the Town and or
Village, which are also shown on the below map.
The Empire State Trail (EST) is a 750-mile bike trail in New York that includes routes from
New York City, through the Hudson River Valley, west to Buffalo along the Erie Canal, and
north to the Champlain Valley and Adirondacks. The EST runs through a part of the Town of
Greenwich along its western border, and aligns with the Champlain Canalway Trail through
the Town. It then runs outside of the Town to the north and south. The part of the EST that
passes through Greenwich is an asphalt, on-road portion of the trail and provides an
opportunity to connect cyclists with other amenities in the rest of the Town and Village.
State Bicycle Route 9 is a signed, on-road bicycle route that extends 345 miles from New
York City to Rouses Point on the New York – Quebec border. The route runs along roadways,
and a small portion of the route runs through the Town of Greenwich along its western edge.
In addition to existing bike trails in the Town and Village, there are also some proposed bike
trails and priority bike routes identified in previous local, regional, and State planning efforts.
Proposed trails include the potential NYS Greenway Trail, which runs along the southern
edge of the Town, and the proposed North Road Path that connects the Village with the
Hayes Reservoir Recreation Area.
The 2021 Statewide Greenway Trails Plan is a comprehensive plan intended to improve New
York’s statewide system of non-motorized multi-use trails (Greenway Trails). The plan
identifies potential Greenway Trails as viable corridors, like unused rail routes, that could
eventually be used for new greenway trails but would first require acquisition, abandonment,
planning, or other major steps to determine feasibility. The potential Greenway Trail Corridor
in Greenwich would run along the Battenkill Railway, within both the Town and Village, and
could serve as another multi-use connection through the community. The conversion of this
underutilized railway into a rails-with-trails facility was similarly identified in the Town and
Village’s 2022 Greenwich Revitalization Plan.
Additionally, the Adirondack – Glens Falls Transportation Council (A/GFTC) has mapped
regional priority bike routes, some of which run through Greenwich, specifically along Routes
40, 29, and 49. These mapped routes are intended to identify priority routes for cyclists
traveling for transportation, rather than for recreational purposes. They are on-road
connectors that would connect people to community services using only their bike and do
not necessarily indicate existing safe or preferred bike routes in the Town. These routes,
however, should be considered when assessing connectivity to ensure a good balance of
both recreational opportunities for cyclists and pedestrians, and transportation for those not
using a vehicle.
Lastly, there are several designated snowmobile trails within the Town of Greenwich. While
not designated for bicycle or pedestrian use, these trails, which run along roadways and
through both public and private property, represent an opportunity to explore for multiseason
recreational use.
Pedestrian Network and Accessibility
In addition to existing bike routes and trails, assessing existing conditions of pedestrian
infrastructure will help inform improved connectivity in Greenwich. Much of the Village is
served by sidewalk infrastructure and crosswalks. Outside of the Village, many of the roads
do not have sidewalks.
Accessibility of Village sidewalks and crosswalks was assessed based on data gathered by
an A/GFTC Traffic Study conducted in 2018-2019, with additional data on accessibility along
State Routes 29 and 372 provided by NYSDOT. This information is presented in the below
map and show several areas throughout the Village in need of improvements, especially
along Church Street and its adjoining side streets. Along State Route 29, pedestrian facilities
are in need of improvements but are considered partially accessible; many of the crosswalks
along Route 29 are unreviewed at this time, and only a few crosswalks reviewed throughout
the Village are considered fully accessible.
Annual Average Daily Traffic (AADT)
When considering areas to prioritize for improved cycling and pedestrian connectivity in
Greenwich, it is also important to consider how much traffic frequents major routes. Annual
Average Daily Traffic (AADT) measures the volume of vehicles using a road on a typical day.
The most highly trafficked route in the Town and Village of Greenwich is State Route 29
where it intersects with State Route 40. AADT remains high along route 29 as it becomes
Main Street in the Village of Greenwich and travels east out of the Village. State Route 40 is a
busy route as well as it travels north out of the Town, and New York State Route 4 has an
AADT of 4,252 vehicles when it runs through the Town.
Roadway Posted Speeds
Most of the state routes throughout the Town and Village of Greenwich have a speed limit of
55 mph. Speeds through and around the Village tend to be slower, typically 30 mph. There is
other variation throughout the Town, but most of the highly trafficked routes also have higher
speed limits.
Crash Data
Crash data from 2018 to 2023 within the Town and Village were reviewed. Within Greenwich,
crashes were more common at intersections along major routes, with the highest
concentrations along Route 29 and within and adjacent to the Village. Zooming in on the
Village, the highest incidences of crashes are along Route 29/Main Street between Hill
Street and Bridge Street.
Most of the identified crashes in the Town and Village were with other motor vehicles or
were other types of crashes, but there was a bicyclist-involved crash and a pedestrianinvolved
crash within the Village, and one crash of each scenario within the Town outside of
the Village, as well.
Land Ownership and Land Use
Land ownership and land use within the Town and Village were reviewed to identify
potential opportunities for off-road bicycle and pedestrian infrastructure. Most of the land in
the Village and Town of Greenwich is privately owned, with some exceptions for parcels
owned by the Town, Village, and Greenwich School District,. There are also several private
parcels that are conserved through a conservation easement with the Agricultural
Stewardship Association. In terms of land use, much of the land is residential use, in addition
to a commercial corridor, green spaces, and significant agricultural use, and some large
parcels identified as community services, like at the school.
Roadway Slope
The slope and steepness of Town and Village roadways was assessed to inform
identification of potential cyclist and pedestrian routes throughout Greenwich. The map
below shows all of the major roads on a color scale from least steep, to the steepest. Much
of the Village has flatter terrain, while the northeast portion of the Town, along with several
segments scattered throughout the Town have steeper slopes. Paths along steeper slopes
could discourage cyclists or pedestrians utilizing trails for recreation or travel but could be
considered for cyclists seeking more challenging routes.
APPENDIX B:
Signal Warrant
Analysis
ATTACHMENT A
TURNING MOVEMENT COUNT DATA
GREENWICH BIKE PED CONNECTIVITY PLAN
MAIN STREET AND ACADEMY STREET/CHURCH STREET
VILLAGE OF GREENWICH
WASHINGTON COUNTY, NY
ATTACHMENT B
SIGNAL WARRANTS 2 AND 3
FIGURE 4C-2 AND FIGURE 4C-4
GREENWICH BIKE PED CONNECTIVITY PLAN
MAIN STREET AND ACADEMY STREET/CHURCH STREET
VILLAGE OF GREENWICH
WASHINGTON COUNTY, NY
APPENDIX C:
Interactive
Map Summary
To: Norabelle Greenberger, LaBella; Mirren Galway, LaBella
From: Laura Byer, Byer Planning
Date: October 4, 2024
Re: Greenwich Bike/Ped Connectivity Plan– Interactive Map Summary
The following technical memorandum has been developed to summarize public input gathered via an
interactive webmap for the Greenwich Bike/Ped Connectivity Plan. An interactive webmap was
developed to gather public input to indicate areas in need of active transportation-related
improvements. The public were asked to add points within the Town and Village of Greenwich to
identify locations for where they think it would be beneficial to install new bike racks or crosswalks as
well as identify popular bike route locations and where sidewalks are in need of repair or where new
sidewalks are needed.
Executive Summary
• Timeline: The interactive webmap was open and active for 14 weeks.
• Communications: A wide variety of communications were used to promote the project and
interactive map to the general public:
o Press Release
o Email to committee members so they could share with their networks
o Flyers posted around town
o Several social media posts
o Pop-up on the Village website and the link to the map was featured on the home page
• Number of Points Added: 75
• Number of Individual Users: 25
• Number of Written Comments via Interactive Webmap: 85
• Number of “Agree” Votes on all Input: 27
• Number of “Disagree” Votes on all Input: 7
Interactive Webmap Input Received
The interactive webmap received 75 input points for complete streets improvements within the
Village of Cambridge. These recommendations were submitted by 25 individual users. Users had the
opportunity to vote “agree” or “disagree” on input points added by the public. There were a total of 27
“agree” votes split between 15 of the input points. There were a total of 7 “disagree” votes split
between 5 of the input points.
Table 1: Number of Input Types Added to Interactive Map
Input Type
Number of Points Added
Bike Rack: I would like to see a bike rack here
13
Popular Bike Route: This is a popular street for bicyclists
8
Crosswalk: I would like to see a crosswalk here
7
New Sidewalk: I would like to see a new sidewalk here
14
Sidewalk Repair: This sidewalk is in need of repair
7
Other: Please use this input point and include a comment describing
what type of improvement you would like to see at the location you
identify (e.g., traffic calming, bike amenity, wayfinding signs)
26
TOTAL
75
Bike Rack Input Locations:
• Gannon Park (2 points added)
• Greenwich Library
• Riverside Park
• Big Lots Plaza
• Main Street/Salem Street Intersection
• Main Street/John Street Intersection (Grooming Gail’s Pet Salon)
• Mowry Park
• Veteran’s Memorial Park
• Dorr Park
• Washington Square
• Main Street, just south of Hill Street
• Main Street, just north of John Street (Whipple City Health and Wellness Center)
Popular Bike Route Input Locations:
• Corliss Avenue (2 points added)
• Eddy Street – point located south of Route 372
• Hill Street
• County Route 52
• Richards Road
• North Road
• State Route 40
Crosswalk Input Locations:
• Gray Avenue, just south of Simpson Street
• Corliss Avenue / Hill Street Intersection
• Main Street / Van Ness Avenue (comment indicates existing crosswalk is in need of
repainting)
• State Route 29, at the light between Cumberland Farms and McDonald’s
• Main Street, midblock between Hill Street and John Street
• Main Street / Academy Street / Church Street Intersection (comment indicates a need for a
“push button” crossing with lights to alert drivers to crossing pedestrians)
• Main Street / Hill Street Intersection (comments indicates a desire for the existing crosswalk
to be positioned diagonally)
New Sidewalk Input Locations:
• Hill Street (2 points added) – south side from just east of Corliss Avenue to Van Ness Avenue
• Gray Avenue (2 points added) – both sides from existing sidewalks just west of Simpson
Street to Prospect Street/North Road
• State Route 40 – from north entrance of Galesville Drive south to the traffic circle
• Woodlawn Avenue – east side from Church Street to existing sidewalk
• John Street – south side between Bleecker Street and Corliss Avenue
• Academy Street – north side from Bleecker Street to Main Street
• Greenwich Town Hall – requests a pedestrian path which connects the Village Hall, Youth
Center, Town Hall, and Library
• Eddy Street – west side south of Route 372
• Main Street (general) – “commercial area needs new sidewalks and green area to be more
welcoming”
• Cottage Street – west side to connect existing sidewalk to the cemetery
• Van Ness Avenue – east side from existing sidewalk to Academy Street
• Prospect Street – no side or description listed; point is place between Highland Street and
Gray Avenue
Sidewalk Repair Input Locations:
• Main Street / Church Street Intersection – north side of Church Street just east of Main Street
• Main Street / Church Street Intersection – approximately 200 feet east of Main Street
• Main Street / Cottage Street Intersection – east side of Main Street just north of Cottage
Street
• Main Street / Cottage Street Intersection – just north of Main Street
• Hill Street – north side of Hill Street approximately 120 west of Main Street
• Gray Avenue – north side of Gray Avenue between Merritt Street and Whipple Place
• Main Street – south/west side of Main Street between Corliss Avenue and Academy Street
(approximate address: 162 Main Street)
Other Input Locations:
The public had the opportunity to utilize an “Other” category to identify requested improvements that
may not fall into the other categories listed above. These were further categorized into the subcategories
below:
• Traffic Calming
o 2 requests for speed limit reduction:
State Route 40 – “Speed limit of 55 mph changed to 40 mph one mile north of
the north entrance of Galesville Road. TY”
Hill Street (point located between Abeel Avenue and Dixson Drive) – “Popular
street for runners, walkers, and children walking to school. We should reduce
the speed limit for this block of Hill Street considering many will walk to Dixson
to loop back around to the village.”
o 2 requests for speed bumps:
1 point added on Gray Avenue just west of intersection with Simpson Street
1 point added on Gray Avenue just east of intersection with Merritt Street
o Reduce heavy truck traffic on Main Street – “People would walk and ride more
if there was less truck traffic along main st. Huge logging and tanker trucks
weave through the narrow lane available when cars are parked along the curb.
NYSDOT must be petitioned to limit weight or height of these vehicl”
• Pedestrian Crossing Signage
o “Flashing sign for pedestrians like they have in middle falls” – comment added for 4
locations:
Main Street / Academy Street / Church Street intersection
Main Street mid-block crossing at Stewart’s
Main Street crossing at intersection with Washington Street
Main Street / Corliss Avenue / Mowry Avenue intersection
o Main Street crossing at Hill Street intersection – “It’s difficult for pedestrians
to “see” the traffic light (red, yellow or green) at certain crossing areas here.
Is it possible to install “Walk” and “Don’t Walk” signals?”
• Trail Development
o 3 requests for Rail Trail development:
Rail Trail from County Route 61 to Village center
Rail Trail east of Village center
“In the village we need an expansion of space for both biking and walking. It
would be wonderful if we could somehow utilize the railway beds that are no
longer functioning in our town. We could connect with Cambridge ,Salem and
other areas of interest.”
o Hayes Reservoir trail expansion – “Hiking trails and mountain biking trails”
• Bike Route
o “A bike and walking/running route from Helping Hands down Eddy Street over
Safford, Louse, Hegaman Bridge, Washington St. Great Route!”
o “Bike Route: Eddy Street, Rt. 372 to Old Cambridge Rd, back around to Rt. 29
into the Village of Greenwich.”
• Traffic Control Improvements
o Woodlawn Avenue at intersection with Gray Avenue – “Stop sign instead of Yield”
o Main Street / Academy Street / Church Street – “A better way to have traffic
stop when crossing the street. I feel this intersection needs something to help
those crossing.”
o Route 29 at Dunkin Donuts – “Something to reduce the line of cars for the
Dunkin drive thru that sometimes extends dangerously into the road”
• Public Parking Area
o 2 requests for public parking areas to promote local businesses:
1 point placed on Main Street south of Hill Street
1 point placed at private lot just northwest of 132 Main Street
• On-Street Parking Reduction
o 2 requests for on-street parking reductions:
1 point placed on Main Street between Hill Street and John Street – “village
streets should have parking on one side only the other side should be a bike
lane, residents would have to use their driveways for parking instead of leaving
their cars on the street 24/7”
1 point placed on Hill Street at intersection with Corliss Avenue – “One side
parking. When vehicles are parked on both sides for fire call, the corner
becomes blind. Crossing Hill becomes dangerous.”
• Sidewalk Maintenance
o General location – “All sidewalks in entire village should be cleaned within 48 hours of
any snowfall over 1 inch by hmeowners do away with village plow”
o Main Street – southwest side at intersection with Cottage Street – “Bushes need major
trimming, they impede the sidewalk”
• Cemetery Access
o “Possibly not within the scope of the town/village work, but why isn’t there a
working entrance to the cemetery at these gates? It is one of the best
places to walk in Greenwich, and it would be so nice to connect it to Main
Street”
Table 2: Top 3 Input Points with Most Public Consensus
Location
Input Type
Number of
People who
“Agree”
Consultant Summary
Intersection of
Main Street /
Academy
Street / Church
Street
Other
(Pedestrian
Crossing
Signage)
4
Flashing signage to improve safety for
pedestrians crossing
Main Street
mid-block
crossing at
Stewart’s
Other
(Pedestrian
Crossing
Signage)
4
Flashing signage to improve safety for
pedestrians crossing
Main Street
Other (Traffic
Calming)
3
Reduce heavy truck traffic along Main
Street to make commercial area more
comfortable for pedestrians and bicyclists
Communications
A wide variety of communications were used to promote the project and interactive map to the
general public:
o Press Release
o Email to committee members so they could share with their networks
o Flyers posted around town
o Several social media posts
o Pop-up on the Village website and the link to the map was featured on the home page
APPENDIX D:
Guidance