DRAFT Technical Memorandum
Village of Granville Trail Connections Analysis
CR 24 (North Street) Complete Streets
Memo To: Mr. Jack Mance, Senior Transportation Planner Date: February 21, 2025
Adirondack/Glens Falls Transportation Council
From: Barton & Loguidice, D.P.C. (B&L) File: 1896.011.001
I. Introduction & Goals
On behalf of the Village of Granville and Washington County, the Adirondack/Glens Falls Transportation
Council (A/GFTC) and Barton & Loguidice, DPC (B&L), have prepared this Technical Memorandum to
evaluate potential complete streets improvements along County Route 24 (CR 24) from Riverside Drive
to East Main Street. This segment of CR 24 is frequently used by pedestrians and cyclists; however, it
currently lacks dedicated facilities to accommodate these users. Washington County DPW is planning a
pavement rehabilitation project for this corridor and expressed an interest to include potential complete
streets improvements, if feasible, prior to the construction of the rehabilitation project. The report
provides a comprehensive overview of existing conditions and evaluates potential complete streets
solutions.
Figure I-1:Project Location
Source: Google Earth
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CR 24 (North Street) Complete Streets
II. Existing Conditions
This section provides an overview of the current conditions along County Route 24 that may impact the
design and construction of complete streets amenities. It is intended to inform the evaluation of
conceptual alternatives and should not be considered a substitute for detailed engineering design and
land survey. Using the mobile application ArcGIS Survey 123, B&L staff collected data on the existing
conditions within the CR 24 corridor. Data collected includes photos, GPS coordinates, roadway
measurements, existing sidewalk conditions, distance from pavement edge to an obstruction, signage,
and culvert conditions. The segment of CR 24 under consideration for a complete streets assessment is
primarily lined by residential properties and a few small businesses. In this stretch, the land use
transitions from a predominantly neighborhood-scale residential context to a more rural and agricultural
setting. This rural character gradually evolves into an urban environment as the roadway approaches
East Main Street.
A. Roadway Characteristics
CR 24 is classified as a Rural Minor Collector with an annual
average daily traffic (AADT) of 2,403 vehicles per day and an 85th
percentile speed of 38 mph, as documented by the NYSDOT
Traffic Data Viewer. The NYSDOT traffic and speed data were
collected near the Village line, approximately where the D&H Rail
Trail crosses CR 24. This area is more urban in setting with curbing
and buildings close to the road. North of where the data was
collected, the speed limits changes from 30mph to 35mph, and
traffic speeds likely similarly increase through the more rural
setting. The travel lanes are approximately 11 ft. wide, while
shoulder widths vary between 0 and 4 ft. Currently, the corridor
lacks designated bike lanes and appropriate signage to support
bicycles and most of the corridor does not include sidewalks to
accommodate pedestrians. For detailed measurements and
further information, please refer to Appendix 1.
B. Roadside Conditions
Figure II-1 – CR 24 Roadway
The roadside conditions along CR 24 vary significantly.
Drainage infrastructure is unevenly distributed; open ditches
are present intermittently, such as between some driveways,
but are notably absent in several adjacent areas. Many
private driveways are equipped with drainage pipes beneath
them to convey the stormwater to the ditches. The field
observations documented the existing conditions within 15 ft.
of the pavement edge on both sides of the roadway. The
identified constraints include 60 utility poles, 15 trees, 13
locations with ditches, and 1 culvert running perpendicular to
the roadway. In total, 69 physical constraints were recorded
on the East side of the roadway, while 37 were found on the
Figure II-2 Utility pole adjacent to CR 24
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Village of Granville Trail Connections Analysis
CR 24 (North Street) Complete Streets
West side of the roadway. The majority of the utility poles were located along the East side of the
roadway. Detailed information on these roadside conditions can be found in Appendix 1.
C. Existing Sidewalks
Sidewalks are present along the west side of CR 24 between
the intersection with E. Main St. in Granville and 63 North St.
(CR 24), and on the east side from E. Main St. to 28 North St.
The length of sidewalk on the west side is approximately 2,000
ft. long, and 900 ft. long on the east side. Additionally,
sidewalks are present at the north end of the project limits
from Chapmans General Store to 1330 North St. (CR 24), a
length of approximately 2,000 ft. All of the existing segments
were assessed for compliance with the Americans with
Disabilities Act (ADA) and evaluated based on several key
criteria: missing panels, panel heaving, obstructions, and width.
This study also evaluated the 1.3 miles of CR 24 roadway
between 63 North St. and 1330 North St. for the addition of
pedestrian facilities.
Each existing sidewalk segment was analyzed individually, typically representing one block, unless
interrupted by significant features such as large commercial driveways or unusually lengthy segments.
The assessment revealed that, out of the eight locations surveyed, seven segments were rated as
partially accessible or not accessible resulting in non-compliant conditions with ADA standards. The
most common deficiency included heaving panels which were found in all but one segment, followed by
missing panels which were found in five segments. The segment of sidewalk from E. Main St to 13 North
St. was rated as mostly accessible, the only segment in the study corridor. Detailed ADA compliance
findings, including specific issues identified and ratings, are provided in Appendix 1.
D. Signage
The existing signage along CR 24 was documented, including details on sign type, location, and proximity
to the roadway edge. A total of 13 signs were recorded along the corridor, with their distances from the
edge of the roadway ranging from 4 to 10 ft. For a detailed breakdown of signage types and their
locations, refer to Appendix 1.
Figure II-3-Existing Sidewalk
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CR 24 (North Street) Complete Streets
E. Pedestrian Crossings
The survey identified five pedestrian crossings. Two of these
crossings are marked with painted crosswalks: one at the D&H Trail
Crossing and the other at the intersection of North St. and E. Main
St. Both crosswalks were observed to be in good condition, with no
visible fading. Additionally, pedestrian crossing signage is present at
both locations to alert oncoming motorist of the crossing location.
One advance warning sign was documented North of the D&H Trail
crossing. The intersection located at North St. and E. Main St. was
the only location equipped with an ADA-compliant curb ramp,
including a detectable warning unit, which was only present on one Figure II-4 Crosswalk on CR 24 and
Main St.
side of the crosswalk. Please refer to Appendix 1 for further details.
F. Right of Way
The right-of-way (ROW) is a critical factor when evaluating the feasibility of pedestrian facilities along
the corridor. It dictates the available space for constructing sidewalks, multi-use paths, or other
infrastructure without encroaching on private property. Adequate ROW ensures that such facilities can
be integrated into the existing transportation network while minimizing the need for costly land
acquisition or reconfiguration of adjacent land uses. It is important to highlight that Washington
County’s GIS Web Map Parcel Viewer is developed through available tax mapping and is not a substitute
for detailed property boundary surveys. There were some inconsistencies found in the parcel viewer,
most notably showing sections where the roadway appears to extend beyond the ROW boundary on the
east side. Despite these discrepancies, the average ROW width was estimated to be 53.5 ft. from the site
review of utility locations and a comparison to the tax mapping boundary corridor. The average distance
from the edge of pavement to the edge of the ROW is estimated to be approximately 15 ft. on the east
side and 10 ft. on the west side.
III. Complete Streets Improvement Options
This section introduces four alternative concepts for improving pedestrian and bicyclist accommodations
along CR 24. These alternatives are intended to address current deficiencies in non-motorized user
safety and connectivity. Each concept will be evaluated for its effectiveness, constructability, and
potential impacts on existing infrastructure and traffic operations.
A. Sidewalk – Preferred Alternative
The first alternative involves maintaining the existing
roadway and shoulder dimensions while constructing
a sidewalk along the west side of the corridor. The
recommended sidewalk width is 5 ft., with a grass
buffer space between the edge of the pavement and
the sidewalk ranging from 4 to 5 ft. This buffer would
provide space for snow storage, leaf collection,
utilities, and transitions in grade where necessary.
The existing paved shoulder would remain along the
Figure III-1 – Typical Pedestrian Path without curb
Source: FHWA
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roadway, preserving the current conditions for vehicular traffic.
This alternative would require coordination with all landowners along the corridor. Although the
proposed sidewalk and buffer space width would generally fit within the existing right-of-way in most
areas, construction easements would be necessary for grading and drainage work. Utility poles and
mailboxes would need to be relocated, and a limited number of trees would need to be removed to
accommodate the design. The existing shoulder (varying width between 0 and 4 ft.) does not meet the
requirements to accommodate cyclists, therefore this would be a pedestrian only improvement.
1. Repair Existing Sidewalk
a) Sidewalk Repair from W. Main St. to approx. 63 North St. (CR 24)
The sidewalk segment from 63 North St. to 13 North St. has been rated as
“Not Accessible” due to its narrow width, cracked, and missing panels. The
current conditions necessitate a full replacement with a new 5 ft. wide
sidewalk to meet ADA standards. The west side of CR 24 from 13 North St.
to East Main St. includes a 4 ft. wide sidewalk that widens to over 5 ft. as
it nears E. Main St. A driveway between south of 5 Main St. shows signs of
deterioration at the sidewalk crossing, with uneven pavement, creating
obstacles for individuals with disabilities. Similar conditions were
observed at the driveway of the Veterans of Foreign Wars eatery. This
segment of the sidewalk is rated as “Partially Accessible” as outside of the
noted deficiencies, it is in relatively good shape. The segment from 28
North St. to E. Main St. on the east side of CR 24 has been rated as “Not
Accessible” due to minor deficiencies within the sidewalk concrete and
utility poles placed in the middle of the sidewalk that restrict the sidewalk
width to less than 4 ft. North of 28 North St., the sidewalk diverges onto
Pine St. The 900 ft. segment of sidewalk on the east side of CR 24 from E.
Main St. to 28 North St. should be replaced with a new 5 ft. sidewalk, and the utility poles should be
relocated to behind the new sidewalk to meet ADA requirements. On the west side of CR 24, the 300 ft.
segment between E. Main St. and 13 North St. should be spot repaired where panels are heaving,
uneven, exhibit large cracks, or where crossings of driveways are not flush with the pavement. North of
13 North St. (CR 24) the entire sidewalk and curb should be replaced, approximately 1,650 ft. Ideally a 45
ft. snow storage buffer would be provided between the sidewalk and the curb. However, there does
not appear to be adequate width to accommodate this buffer due to roadside features such as retaining
walls, buildings, and the existing topography behind the existing sidewalk.
Figure III-2: 13 North St. to E.
Main St.
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CR 24 (North Street) Complete Streets
b) From Approx. 1330 CR 24 to Chapman’s General Store
The existing 4-foot-wide sidewalk is located on the west side of the
roadway only and exhibits several deficiencies, including panel
heaving or missing sections, surface deterioration, and overgrown
vegetation. Given the extent of these issues, a complete
reconstruction of the sidewalk is necessary. This includes
excavation and replacement of the approximately 2,000 ft. of 5 ft.
sidewalk, with integrated curb ramps and detectable warning strips
at intersections. Reconstruction would not require additional rightof-
way acquisitions, as the new sidewalk would be installed in the
same location as the existing sidewalk. Minor trimming of
overgrown vegetation, including tree branches, may also be
Figure III-3: Existing Sidewalk near Cove
required.
Lane intersection
2. Extend New Sidewalk
a) To Amazon Warehouse located at 1159 CR 24
Extending the CR 24 sidewalk North from 63 North St. to the Amazon Warehouse would require the
construction of approximately 2,700 ft. (0.5 miles) of new sidewalk on the west side of CR 24. This
section passes through predominantly open land, providing sufficient space for the sidewalk
construction. However, the installation may necessitate the relocation of 1-2 utility poles, signs,
mailboxes, and the removal of vegetation to clear the right-of-way for the proposed sidewalk. The
property at 1147 CR 24 poses a challenge due to the presence of trees and shrubs encroaching into the
right-of-way. However, the sidewalk could be constructed next to the vegetation and still maintain the
desired buffer between the pavement edge and the sidewalk. The ROW boundary obtained from the
county GIS database does not appear to be completely accurate but appears to be approximately 10 ft.
or more from the edge of pavement. It is likely a few ROW takings will be required to install the new
sidewalk. The sidewalk should include a buffer of 4-5 ft. from the edge of the existing pavement. The
sidewalk should be installed flush with the existing ground, eliminating the need for curb and drainage
installation. There is also a stream running under CR 24 through a culvert that will necessitate the
extension of this culvert. Some of the obstructions noted, such as mailboxes and utility poles, on the
west side of the roadway will be able to remain as they would be within the buffer between the edge of
the pavement and the sidewalk.
b) From Amazon Warehouse to 1330 CR 24
Constructing a sidewalk connection from the Amazon Warehouse North to 1330 CR 24 will require
approximately 4,250 ft. (0.8 miles) of new sidewalk construction on the west side of the roadway. The
new 5 ft. wide sidewalk should be installed 4-5 ft. from the edge of the existing pavement and be flush
with the existing ground so no curb or drainage improvements are needed. 6-7 utility poles along the
will need to be relocated to be between the buffer between the sidewalk and the roadway, or relocated
to be behind the new sidewalk. Additionally, many trees will need to be cut or avoided with a smaller
buffer space between the sidewalk and the edge of pavement. Other items such as stone walls,
mailboxes, signs, and timber fencing will need to be relocated. Similar to the previous section of CR 24,
the ROW boundary obtained from the county GIS database does not appear to be completely accurate
but appears to be approximately 10 ft. or more from the edge of pavement. It is likely a few minor rightof-
way acquisitions will be required to construct the new sidewalk.
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Village of Granville Trail Connections Analysis
CR 24 (North Street) Complete Streets
Cost estimates for the aforementioned sidewalk repair and sidewalk extension work is shown in the
table below. The costs are broken into the previously discussed segments, and then further separated
by the cost of each general item of proposed work. The overall costs are separated into three categories,
an itemized construction subtotal, followed by additional costs if a private contractor were to perform
the work, and a total cost if federal aid were received. The itemized construction subtotal assumes that
the project sponsor could perform this work with their crews for this approximate cost, including
materials and labor. The federal-aid cost includes all of the necessary construction costs, and the
additional engineering/permitting and construction inspection costs to meet the federal aid contract
requirements and approvals.
County Route 24 Pedestrian Safety Improvements
Preliminary Cost Estimate
CONSTRUCTION ITEMS:
Main St. to 13
North St.
(West)
13 North St.
to 63 North
St. (West)
Main St. to 28
North St.
(East)
1330 North St.
to Chapmans
General
Store
63 North St.
to Amazon
Amazon to
1330 North St.
SIDEWALK $ 35,000 $ 352,000 $ 203,000 $ 241,000 $ 316,000 $ 483,000
DRIVEWAYS & ROAD CROSSINGS $ -$ 17,000 $ 11,000 $ 23,000 $ 27,000 $ 66,000
DRAINAGE $ -$ -$ -$ -$ 25,000 $ –
SIGNING & STRIPING $ -$ -$ 2,000 $ 2,000 $ 12,000 $ 8,000
MISC. RELOCATIONS $ -$ -$ 5,000 $ -$ 10,000 $ 20,000
CLEARING/TRIMMING/GRUBBING $ -$ -$ -$ -$ 15,000 $ 40,000
WORK ZONE TRAFFIC CONTROL $ 4,000 $ 37,000 $ 23,000 $ 27,000 $ 41,000 $ 62,000
ITEMIZED CONSTRUCTION SUBTOTAL: $ 39,000 $ 406,000 $ 244,000 $ 293,000 $ 446,000 $ 679,000
FIELD CHANGE ORDER (5%) $ 1,950 $ 20,300 $ 12,200 $ 14,650 $ 22,300 $ 33,950
MOBILIZATION (USE 4%) $ 1,700 $ 17,100 $ 10,300 $ 12,400 $ 18,800 $ 28,600
CONTINGENCY / RISK (20%) $ 7,800 $ 81,200 $ 48,800 $ 58,600 $ 89,200 $ 135,800
PRIVATE CONTRACTOR SUBTOTAL: $ 51,000 $ 525,000 $ 316,000 $ 379,000 $ 577,000 $ 878,000
ENGINEERING / APPROVALS $ 10,200 $ 105,000 $ 63,200 $ 75,800 $ 115,400 $ 175,600
CONSTRUCTION INSPECTION $ 6,120 $ 63,000 $ 37,920 $ 45,480 $ 69,240 $ 105,360
FEDERAL-AID PROJECT COSTS: $ 67,400 $ 693,000 $ 417,200 $ 500,300 $ 761,700 $ 1,159,000
Table III-1: Preliminary Cost Estimate
As the addition of sidewalks to CR24 does not address the needs of cyclists that wish to access the
Amazon Warehouse, they will be encouraged to use the adjacent D&H Rail Trail to the north of CR 24. A
potential access point from CR 24 to the rail trail is located at the driveway to the St. Peter & Paul
Cemetery. The driveway is installed between two commercial properties, one being the Slate Valley
Lanes Bowling Alley, and the other is a small apartment complex. This access location is less than 200 ft.
from the driveway access to the Amazon warehouse facility and would provide convenient access to the
facility from the D&H Rail Trail. A mid-block crossing consisting of signage, striping, and Rapid
Rectangular Flashing beacons should be installed at the mid-block crossing. The shoulder of CR 24
should also be widened between the driveway and the crossing to provide room for pedestrians and
bicyclists to walk on the side of the roadway. This mid-block crossing is anticipated to cost
approximately $35,000. See figure below.
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CR 24 (North Street) Complete Streets
Figure III-4: D&H Rail Trail to Amazon Warehouse Connection Option
B. Additional Options Not Progressed
1. Bike Lane
This alternative proposes the construction of
four to five-foot-wide bike lanes on both sides
of the roadway, in addition to the sidewalk
outlined in the sidewalk alternative. This would
involve widening the existing shoulders on both
sides of the roadway by two to four ft. The bike lanes Figure III-5-Typical Pedestrian Path Plus Bikeway-
Source: Empire State Design Guide
would be clearly delineated with standard pavement
markings and signage, installed per details and notes provided on NYSDOT Standard Sheet 685-01 to
ensure proper compliance with safety regulations. This alternative is fundamentally similar to a widened
shoulder option; however, it incorporates dedicated striping specifically designed for cyclists.
This alternative provides the benefits of the sidewalk alternative while offering dedicated facilities for
cyclists along both sides of the roadway.
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CR 24 (North Street) Complete Streets
The implementation of this alternative may require the relocation of a limited number of utility poles on
the east side to accommodate the wider pavement. Additionally, on the west side, the roadway
expansion presents the same obstacles outlined in the sidewalk alternative with the possibility of
additional tree removals, depending on the final alignment and grading requirements.
2. Shared Use Trail (Multi-Use Trail)
A shared use path (also known as a multi-use
path or side path) is an 8-12 ft. path designed
for use by both cyclists and pedestrians along
the east side of the roadway, as shown in
Figure II-5. By providing a paved asphalt facility
separate from non-motorized traffic, shared
use paths create a low-stress experience and
comfortable environment for users of every
age and ability. A 2 ft. shoulder/clear zone is
recommended on either side of the path to
facilitate drainage and user safety; however,
this may be reduced in constrained
environments. In addition, the minimum
recommended separation from the roadway is
5 ft.
Figure III-6 -Typical Shared Use Path configuration
Source: FHWA
This alternative would require the relocation of numerous utility poles to create the necessary space for
the construction of a multi-use trail, as a minimum of 2 ft. between a utility pole and trail edge is
required. The presence of a cattle farm on the east side of the roadway introduces an important
consideration: the frequent crossing of heavy equipment over the path could significantly accelerate its
deterioration over time and could pose safety concerns to users with the frequent vehicle traffic across
the trail. The impact of such equipment on the path’s surface should be carefully assessed to prevent
long-term damage. Additionally, this option would involve the largest right-of-way acquisition on one
side of the roadway, likely requiring multiple property acquisitions from adjacent landowners.
3. Shared Roadway
The shared roadway alternative
involves a design where travel lanes are
shared between motorists and cyclists,
while a sidewalk is installed as outlined
in the sidewalk alternative. This option
maintains the existing roadway
Figure III-7: Shared Roadway
configuration but includes signage designating the road
Source: Empire State Trail Guide
as a shared roadway, along with pavement markings to
alert motorists of the potential presence of cyclists. This alternative is suitable for roadways with an
AADT volume below 6,000 vehicles per day and an operating speed under 35 mph. Due to the 85th
percentile speed of 38 mph near the village line, and likely higher speeds to the north, the shared
roadway alternative is not recommended for CR 24.
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Village of Granville Trail Connections Analysis
CR 24 (North Street) Complete Streets
Discussions with the project advisory committee, consisting of representatives from the Town and
Village of Granville, AGFTC, and B&L were held on 10/30/2024 and 1/31/2025. These discussions
indicated that separate pedestrian facilities (sidewalks) are desired along the entire stretch of CR 24
within the project limits. Bicycle accommodations along this stretch of roadway are not feasible due to
the speed present within the corridor and the existing obstacles such as a meandering ROW and
obstructions such as trees and numerous utility poles. Bicyclists that wish to ride within this corridor will
be directed to use the adjacent D&H Rail Trail, which runs parallel to this corridor.
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