Publication Type: public comment

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Lake Shore Drive Pedestrian Connections
Final Report
February 2026
Prepared for: Adirondack |Glens Falls Transportation Council 11 South Street, Suite 203 Glens Falls, New York 12801
And
Town of Bolton 4949 Lake Shore Drive Bolton Landing NY 12814
Prepared by
Barton & Loguidice, D.P.C. 10 Airline Drive, Suite 200 Albany, New York 12205
TABLE OF CONTENTS
Contents
1.0 INTRODUCTION
2.0 STUDY AREA
3.0 INVENTORY OF EXISTING CONDITIONS
4.0 PUBLIC OUTREACH
5.0 CONCEPTUAL ALTERNATIVES
6.0 ADDITIONAL OPTIONS NOT PROGRESSED
7.0 Estimated costs

1.0 INTRODUCTION
On behalf of the Town of Bolton and the Adirondack/Glens Falls Transportation Council (A/GFTC), Barton & Loguidice (B&L) prepared this report to evaluate potential Complete Streets improvements along Lake Shore Drive (NY Route 9N) within the Town of Bolton, New York.
The Town initiated this study to address the absence of formal pedestrian infrastructure within the corridor. Currently, pedestrians and bicyclists must rely on roadway shoulders or informal areas adjacent to the travel lanes. The corridor serves several popular lakeside destinations, including the Algonquin Restaurant and Chic s Marina, which generate substantial pedestrian and vehicular activity, particularly during the summer months.
This report presents an assessment of existing corridor conditions and identifies recommendations to enhance safety, accessibility, and mobility including the installation of continuous ADA-compliant sidewalks, improved pedestrian crossings, and other Complete Streets strategies.
2.0 STUDY AREA

Figure 1 – Project location map
Lake Shore Drive is classified as an NHS Rural Town Principal Arterial and an access highway. The Annual Daily Traffic (AADT) is 5,045 vehicles per day (vpd), based on 2022 NYSDOT data. The posted speed limit is 30 miles per hour (mph). The typical cross-section includes two 11-foot-wide travel lanes with shoulders varying from 2 to 7-feet-wide. Sidewalks or bicycle facilities are not present on either side of the road.
3.0 INVENTORY OF EXISTING CONDITIONS
On August 8, 2025, Barton & Loguidice (B&L) staff conducted a field inventory using ArcGIS Survey123 to document existing roadway features, pedestrian infrastructure, and sight distances. Data collected included pavement width and condition, sidewalk presence, drainage infrastructure, obstructions, and signage, please see Appendix A for mapping depicting the existing conditions. Photographs and GPS coordinates were used to support and verify field observations.
3.1. Roadside Conditions
The corridor transitions between residential and commercial land uses, with multiple retaining walls located approximately 5 to 7 feet from the outer pavement edge. Numerous driveways, parking areas, and building frontages are situated directly adjacent to the roadway. Sidewalks are absent on both sides of Lake Shore Drive.
Utility poles are predominantly located along the west side of the corridor and are generally situated within the roadway clear zone, with offsets varying from approximately 5 to 8 feet from the pavement edge. Additional obstructions beyond the shoulders include property fences, drainage structures, business signage, mature trees, guide rail, and landscaping features.

Figure 2 – Roadside conditions along the corridor, showing retaining walls on both sides of the roadway, a driveway, and utility poles on the west side.

3.2. Right Of Way
The Warren County GIS Web Map Parcel Viewer, based on tax mapping data, was referenced for this analysis. It should be noted that this resource is not a substitute for a formal property boundary survey. Based on field observations of utility locations and comparison with parcel boundaries from the GIS Parcel Viewer, the average right-of-way (ROW) width along the corridor is estimated at approximately 46 feet. The distance from the pavement edge to the ROW boundary varies from 4 to 7 feet, with some differences observed between the two sides of the roadway.

3.3. Additional Observations
Pedestrian activity along the corridor is frequent, particularly near Chic s Marina and the Algonquin Restaurant. Both businesses are located on the east side of the roadway, with their primary parking lots situated on the west side. Patrons also use parallel or angled parking directly adjacent to Lake Shore Drive.
Limited bicycle activity was observed within the corridor during the field review, with only a small number of cyclists (approximately two to three) observed. Bicycle activity is not predominant; however, the corridor does function as a shared roadway for cyclists due to the absence of dedicated bicycle facilities.
Sight distance for pedestrians is often limited by parked vehicles adjacent to the roadway. Pedestrians were observed walking along the east shoulder, where no designated sidewalks, crosswalks, or pedestrian warning signs are currently provided.
Additionally, northbound vehicles transition from a 40-mph speed zone into an area with high pedestrian activity. The existing 30-mph speed limit sign is positioned approximately 450 feet before the Algonquin Restaurant, providing drivers with a relatively short distance to perceive the lower speed limit and adjust accordingly. The Town Police Chief noted that the busiest days for this corridor occur from the end of June to mid-September, when pedestrian volumes significantly increase near the restaurant, marina, and waterfront areas. It was also emphasized that observed vehicle speeds in the corridor are often higher than the posted limit, particularly during non-congested periods. Currently, no speed reduction advance warning ( Reduced Speed Ahead ) sign is provided.

Figure 3 – Roadside conditions along the corridor, showing parking lots adjacent to corridor.

Figure 4 – Pedestrians walking on the east side of the corridor.

3.4. Crash History Data
Crash data for the study area was obtained from the NYSDOT CLEAR Crash Data Viewer for the five-year period between August 25, 2020, and August 25, 2025. During this period there were a total of 14 reported crashes. There were no crashes involving pedestrians or bicyclists on the roadway, indicating that all reported crashes were limited to motor vehicles and wildlife. Table 1 provides a summary of the crashes, and more detail can be found in Appendix B.
Crash number Severity Crash type Pattern Non-motorized users
38559038 Property damage Rear-end N
38774013 Property damage Rear-end N
38906547 Property damage Single vehicle fixed object Mohican intersection N
39377429 Property damage Deer N
39427021 Property damage Single vehicle fixed object N
39733689 Property damage Rear-end N
40287699 Property damage Deer N
40372669 Property damage Sideswipe Parked N
40417855 Property damage Head-on opposite direction N
40484874 Property damage Deer N
40594424 Property damage Angle (left turn) Mohican intersection N
40912317 Property damage Sideswipe Attempt to park N

Table 1 – Summary of crash history data.

4.0 PUBLIC OUTREACH
A public outreach event was held on September 5, 2025, at the Bolton Landing Farmers Market to engage the community and discuss the project with attendees. Two display boards illustrating the project area and examples of pedestrian and bicycle facility types were presented.
Approximately 40 participants provided feedback regarding pedestrian activity and conditions along the corridor. Attendees expressed strong support for adding sidewalks, noting that many people currently jog or walk directly adjacent to the roadway and that limited nighttime visibility makes it difficult for drivers to see pedestrians. While there was general consensus on the need for improved pedestrian accommodations, opinions were mixed regarding whether sidewalks should be constructed on one or both sides of Lake Shore Drive. Participants also emphasized the importance of preserving the existing stone walls as a defining corridor feature.
To reach a broader audience, a QR code linking to an online survey was provided. Responses reinforced that Chic s Marina and the Algonquin Restaurant are the primary destinations where people walk and cross the roadway, more details can be found in Appendix C.

5.0 CONCEPTUAL ALTERNATIVES
Each concept was evaluated for its effectiveness, constructability, and potential impacts on existing infrastructure and traffic operations.
5.1. Standards
The proposed design layouts and recommendations are based on the following standards:
. NYSDOT Highway Design Manual (HDM)

. AASHTO Guide for the Development of Bicycle Facilities 2024, 5th ed.

. AASHTO Policy on Geometric Design of Highways and Streets 2018, 7th ed.

. FHWA Manual on Uniform Traffic Control Devices (MUTCD), 2023

. NYS Supplement to the MUTCD, 2010

. National Association of City Transportation Officials (NACTO) Urban Street Design Guide

As this roadway corridor is owned and maintained by NYSDOT, a Highway Work Permit (HWP) from NYSDOT is required for any work considered on the roadway, and within the ROW, of Lake Shore Drive (State Route 9N). Additionally, the proposed work will need to meet the current published NYSDOT design standards and directives at the time of application for the permit. This includes all sidewalks, shoulders, pavement striping, signage, lane widths, and the RRFB s.

5.2. Sidewalk on the East side of Lake Shore Drive
This alternative proposes the installation of an ADA-compliant 5-foot-wide sidewalk with curb along the east side of Lake Shore Drive between Sweet Briar Lane and Bixby Road shown in Figure 5. A minimum construction zone of 7-feet from the travel lane edge line is needed to accommodate the sidewalk and a 2-foot shoulder, matching the shoulder conditions just north of the project limits. Based on available GIS ROW mapping, the corridor appears to generally provide sufficient width to accommodate the sidewalk; however, detailed survey and right-of way verification are required to confirm limits and assess potential private property impacts. In certain locations, the available clearance between the pavement edge and existing stone walls is limited. One segment on the east side has a clearance that varies between 5-6 feet between Chic s Marina and 200 feet north of Twin Bay Village, while most others range from 6-8 feet.
To address these constrained areas, where 5-6 feet of clearance exists, Lake Shore Drive could be shifted 2-3 feet to the west, which would minimize the potential for costly impacts to the stone walls. In locations with 6-7 feet of clearance, a roadway shift or wall relocation would generally not be necessary; however, the sidewalk width would need to be reduced to 4 feet instead of the preferred 5 feet to accommodate the constraint. When the sidewalk width is less than 5 feet, passing spaces that are at least 5 feet wide must be provided at intervals of no more than 200 feet, with existing driveways and street crossings allowed to serve this purpose. Where the existing clearance from the white pavement edge line to an obstruction is 7-8 feet, no roadway shift or wall relocation would be necessary.

Figure 5 – Proposed cross section alternative
Additionally, near the Algonquin Restaurant and Chic s Marina, approximately four parking spaces should be removed to accommodate the sidewalk. These spaces are currently used by delivery trucks servicing the Algonquin Restaurant.
The installation of the curb and sidewalk is not expected to create significant drainage impacts as stormwater will continue to flow in the same direction as it does now. Currently, water flows along concrete and asphalt gutters and is captured at low points by the existing catch basins where it enters a closed drainage system. In most situations, it appears that the existing catch basins may remain in place and the new curb and sidewalk can be built without effecting the existing drainage patterns.
A sidewalk on the east side is the more feasible option and is located where most pedestrians are already walking along the corridor. The primary pedestrian generators including Chic s Marina, the Algonquin Restaurant, the Lake, and nearby lakefront destinations are also located along the east side. Providing a sidewalk on this side will serve the greatest number of users and improve connectivity to existing commercial sites.

5.3. Pedestrian Crossings
Two new pedestrian crossings are recommended along Lake Shore Drive to accommodate existing pedestrian paths of travel: 1.) In front of Chic s Marina, where the concrete pedestrian ramp connects the west-side parking lot to the roadway 2.) Opposite the Algonquin Restaurant, where parking is located on the west side of the
roadway To accommodate the Algonquin crossing, parking lot entrances on the west side should be consolidated, and a driveway island added to create a direct, safe connection from the parking lot to the restaurant entrance. These crossing improvements as illustrated in Figure 6 would enhance pedestrian access and improve safety for the patrons of the lakeside amenities. All

Figure 6- Proposed sidewalk and crosswalk locations.
crosswalks should use high visibility crosswalk (ladder-bar) pavement markings. During detailed design, care should be taken that relevant standards for accessible routes according to the Americans with Disabilities Act are taken into account.
Based on the NYSDOT HDM Chapter 2 design criteria, the minimum stopping sight distance (SSD) for an Urban Principal Arterial with a design speed of 30 mph is 200 feet. The observed 85th-percentile operating speed along this corridor is 35 mph, which corresponds to a minimum SSD of 250 feet for an Urban Principal Arterial. The available sight distance at the proposed crosswalk locations is approximately 500 feet in the northbound direction and 600 feet in the southbound direction. Both distances exceed the applicable minimum SSD requirements.
Rectangular Rapid Flashing Beacons (RRFBs) should also be considered at each crossing location. RRFBs enhance crossing visibility and encourage driver yielding when installed at a crosswalk. The push button activated rapid flashing beacons are mounted below the pedestrian crossing sign (W11-2) and above the diagonal downward arrow plaque on both sides of the crosswalk to alert drivers that there is a pedestrian that wants to cross the roadway (see Figure7).
If RRFBs are not pursued it is recommended to install Pedestrian Warning (W11-2) signs 10 feet before the crossing location, as existing signage is currently not positioned to provide effective warning that there are specific locations where pedestrians may be crossing the road.
To further enhance safety, installation of a Reduced Speed Limit Ahead (W3-5) sign for northbound traffic is recommended to improve driver awareness of the speed zone. South of the project limits, the posted speed limit is 40 mph and is situated in a more remote setting. The existing 30-mph speed limit sign is located approximately 450 feet south of the Algonquin Restaurant. Although this provides sufficient distance for vehicles traveling 30 mph to stop if an a single vehicle or pedestrian is in the road, drivers approaching at 40 mph may not have adequate stopping sight distance if vehicles are queued in the travel lane near the crossing, if the pedestrian/vehicle in the road is further south or if they do not see the one speed limit sign. Placing an additional advance warning sign farther south provides earlier notice and encourages drivers to reduce speed before approaching the active pedestrian area. If installed, the W3-5 sign should be installed approximately 350 feet before the speed limit sign. A radar speed feedback sign may also be considered as a supplemental measure to improve driver compliance with the speed limit.

Figure 7 RRFB s installed on a B&L Project on Abendroth Ave. in Port Chester, NY.

6.0 ADDITIONAL OPTIONS NOT PROGRESSED
6.1. New Sidewalk on the West Side of the Corridor
This alternative would involve constructing a 5-foot-wide sidewalk along the west side of Lake Shore Drive. The implementation will require the relocation of numerous utility poles and impacts to the stone walls due to the limited clearance (5 6 feet) from the pavement edge. Additionally, field observations and community feedback indicate that most pedestrian activity occurs on the east side, where commercial destinations are located. When compared to the east side, this west side option encounters more impacts, higher costs, and does not fully address the needs of the public and is therefore not recommended.

6.2. New Sidewalks on Both Sides of the Corridor
This alternative would construct 5-foot sidewalks on both sides of the roadway. The space constraints and impacts to utility poles, stone walls, and ROW, as noted in the discussion of the east side only and west side only alternatives, would both be applicable with this alternative. The difference between the offset ROW and existing roadway pavement does not provide enough space to shift Lake Shore Drive and install sidewalks on both sides, as was noted in the east side only alternative. This alternative is not recommended at this time due to the higher construction cost, impacts to existing infrastructure, and acquisition of private property.

6.3. Side Path
A side path, an 8 to 12 foot-wide paved shared path for bicyclists and pedestrians that is physically separated from vehicles, was considered along the east side of Lake Shore Drive, as shown in Figure 8. This facility type provides a comfortable, low-stress environment for users of all ages and abilities. A 2-foot shoulder/clear zone is recommended on either side of the path, that can be reduced in constrained locations, along with a minimum 5-foot separation from the roadway. Due to the physical width of the improvement, this alternative has similar impacts to providing sidewalks on both sides of the road, and is therefore also not recommended.

Figure 8 – Side Path. Source: Empire State Trail Guide

7.0 ESTIMATED COSTS
The following table presents the estimated construction and design costs for the recommended improvements described in Section 5. Costs are itemized by general category of work. Because Lake Shore Drive is a State highway under the jurisdiction of NYSDOT, the cost estimate assumes project delivery as a federal-aid or grant-funded project in accordance with NYSDOT standards and procedures.
The total federal-aid project cost includes construction, engineering, surveying, permitting, and construction inspection services necessary to satisfy state and federal funding requirements and obtain required approvals.
Lake Shore Dr -Pedestrian Connections Preliminary Cost Estimate
CONSTRUCTION ITEMS: COSTS:
SIDEWALK EAST SIDE FROM BIXBY RD TO SWEET BRIAR LN $616,000
DRIVEWAY RECONSTRUCTION $21,000
DRAINAGE $9,000
SHIFTING THE ROAD $62,000
CROSSWALK $5,000
SIGNAGE $2,000
RAPID RECTANGULAR FLASHING BEACON (RRFB) $60,000
DRIVEWAY CONSOLIDATION $33,000
WORK ZONE TRAFFIC CONTROL $202,000
ITEMIZED CONSTRUCTION SUBTOTAL: $1,010,000
FIELD CHANGE ORDER (5%) $50,500
MOBILIZATION (USE 4%) $42,500
CONTINGENCY / RISK (20%) $202,000
CONSTRUCTION SUBTOTAL: $1,305,000
AMOUNT INFLATED 4% (2028 DOLLARS) $1,412,000
ENGINEERING / APPROVALS $261,000
CONSTRUCTION INSPECTION $196,000
TOTAL FEDERAL-AID PROJECT COSTS: $1,869,000

Table 2 Preliminary cost estimate
The following assumptions were used to aid in the formulation of the construction and design cost estimate.
Shifting the road
. The roadway will be shifted only where necessary, over an approximate 700-foot segment between Chic s Marina and Town Bay Village.

. The existing gutter will be used as the shoulder in certain locations; shoulder widening is not anticipated.

. Pavement striping will be limited to the roadway shift area and crossings.

. The existing roadway will require milling and resurfacing to re-establish a traditional roadway crown where shifting occurs.

Drainage
. Drainage improvements include the installation of one catch basin and connecting pipe.
Signs/signals
. Cost estimates assume the installation of four (4) RRFB units at the proposed pedestrian crossings, one on each side of the crossing at two (2) locations.

. Assumes the installation of three (3) warning signs.

Plan to identify conceptual improvements for bicyclist and pedestrian travel between principal destinations in Queensbury: Rush Pond / Gurney Lane, the Warren County Municipal Center, the Warren County Bikeway, SUNY Adirondack, and commercial destinations on Route 9. Available for public comment until December 8, 2025.

This Complete Streets Report has been prepared in support of the Main Street (US Route 9) Corridor Study in the Town of Warrensburg. The Corridor Study was being undertaken by the Adirondack Glens Falls Transportation Council (A/GFTC) and the Town of Warrensburg to assess the safety and multimodal access along a critical transportation link in the Town of Warrensburg.

The focus of the study is to identify feasible conceptual improvements that would transform the Main Street corridor into a welcoming, safe, and accessible environment for pedestrians, bicyclists, and motorists. Key areas of emphasis include enhancing pedestrian safety and improving traffic mobility along the corridor. Additionally, the study will address parking solutions to better accommodate both residents and visitors.

Please refer to the pdf file for the complete report and appendices.

The text below has been provided to facilitate screen reader technology. For the full report including tables and graphics, please refer to the .pdf version by clicking the icon to the right.

 

Argyle Pedestrian Improvement Plan

DRAFT August 2024

I. Project Background, History, and Goals
Over the course of the last few years there have been several efforts to identify potential improvements to the pedestrian facilities in and around the Village of Argyle. In particular, two in-depth planning efforts were undertaken; the 2018 Argyle Pedestrian Network Extension Study, which examined potential connections to the Dollar General, and the 2022 Argyle Sidewalk Assessment conducted by the Argyle Improvement Association.
This plan intends to incorporate and build upon these previous efforts by developing concepts, streetscape typologies, and cost estimates for pedestrian amenities in and around the Village.
II. Project Area and Jurisdiction
The study area includes most of the Village of Argyle as well as portions of the surrounding Town. See Figure 1 for study area boundaries. Within the study area, Main Street (NYS 197 & NYS 40) and Sheridan Street (NYS 40) are under the jurisdiction of NYS Department of Transportation (NYSDOT). In terms of County Roads, Washington County has jurisdiction over County Route 47. All other roads within the study area are Village-owned.
A. Maintenance Responsibility
Under NYS Highway Law, the maintenance of sidewalks along State routes is the responsibility of the local municipality. This includes both corrective and preventative maintenance. Although NYSDOT may choose to construct or repair sidewalks, in most cases municipalities elect to undertake sidewalk projects on their own by seeking grant funding. Historically, as long as the facilities meet applicable State design standards, NYSDOT is usually amenable to grant the necessary work permits and may also provide limited technical assistance or project coordination in certain cases.
During the course of “pavement alteration” projects on State highways, NYSDOT is required to make any necessary repairs or upgrades to existing curb ramps which are located along the roadway to bring such facilities into compliance with ADA guidelines. It is anticipated that the next round of pavement preservation undertaken by NYSDOT within the Village (currently slated for the 2024 construction season) will include a number of improvements to curb ramps as well as the introduction of marked crosswalks. These locations have been integrated into the concepts proposed in section IV of this document.

B. Pedestrian Infrastructure Condition
In July 2023, staff from the Lake Champlain-Lake George Regional Planning Board assessed existing pedestrian infrastructure to determine accessibility according to the standards of the Americans with Disabilities Act (ADA). Sidewalks and curb ramps were rated as Not Accessible, Less Accessible, More Accessible, and Fully Accessible according to criteria used by NYSDOT. This data was collected using a GIS smartphone app developed by Warren County GIS staff.
The results of the assessment can be seen in Table 1

Table 1 – ADA Statistics, Sidewalks and Curb Ramps*
1 – Not Accessible: 0.56 miles of sidewalk
1 – Not Accessible: 9 curb ramps
2 – Less Accessible: 0.31 miles of sidewalk
2 – Less Accessible: 8 curb ramps
3 – More Accessible: 1.04 miles of sidewalk
3 – More Accessible: 2 curb ramps
4 – Fully Accessible: 0.02 miles of sidewalk
4 – Fully Accessible: 0 curb ramps
*As of 2023 there were no marked crosswalks in the study area.

C. Roadway Characteristics
The state highways within the study area have varying shoulder widths. In some areas, wide shoulders are used for on-street parking. In certain places, especially near the funeral home, the current roadway striping is insufficient to accommodate demand for on-street parking. Curbing is present in some locations but is inconsistent. Public outreach indicates that drainage is an issue, especially in areas where curbing is insufficient.
County Route 47 is a two-lane marked highway with narrow shoulders. Although vehicles frequently park along the grassy shoulder for events at the American Legion, there is no designated on-street parking. There are no curbs along this roadway.
The Village-owned streets are narrow, unmarked roadways. Curbing is inconsistent, leading to significant drainage issues during storm events. Some residents and visitors park on the grassy area between the sidewalk and road, which can lead to degraded vegetation, rutted turf, and occasional blockages of the pedestrian facilities.
1. AADT and Speed
Traffic volume, as expressed in Average Annual Daily Traffic (AADT), is listed in Table 2 below. Traffic counts are conducted by NYSDOT on a periodic basis for all State-owned and federal-aid eligible roadways as well as a sampling of local roads. The % of truck traffic has also been included for reference.
In terms of vehicle speed, data was collected for the Argyle Sidewalk Extension Study in 2018, with additional data collected in 2024 for this study by the consultant team at Creighton Manning, a GAI Company. All locations were within the 30 MPH posted speed limit.
It is worth noting that all speed data collected indicated that the 85th percentile speed (i.e., the speed at which 85% of drivers drive at or below) was above the posted 30 MPH speed limit. Although vehicle speed did not appear to play a significant factor in the crash data as reviewed in Section II.C.2, the consistent trend of vehicle speeds above the posted limit is a factor to be considered for pedestrian crossings and streetscape design.
2. Crash History
Crash statistics for the study area were accessed using NYSDOT’s CLEAR Safety tool. The most recent five years of data (03/31/2018 – 03/31/2023) were pulled to capture pre-pandemic conditions. In this period, 23 accidents occurred. In terms of severity, three involved injuries while the remaining 20 were property damage only. One of the noted injury crashes, located near 37 Sheridan Street, involved serious injury to a pedestrian.

III. Initial Public Input
After discussing multiple formats and options, the project steering committee elected to gather the initial round of public input via a paper survey and mapping exercise. This option was judged to be the most accessible to the community. Copies of the survey were distributed by members of the Argyle Improvement Association (AIA) at the Thistle Day event on Saturday, September 30, 2023. In addition, the survey was made available at the Argyle Free Library and the Post Office. The survey was closed on October 30, 2023.
A. Public Survey Results
Sixty-eight (68) surveys were completed, providing a thorough cross-section of residents and visitors to Argyle. In terms of the survey questions, 56% of respondents indicated that they regularly walk within the Village, while 76% said they would walk more often if the sidewalk conditions improved. The biggest concern regarding walking was safety.

In addition to the survey questions, respondents were invited to share their opinions regarding the locations of potential crosswalks as well as the replacement and/or installation of new sidewalks. The most desired locations for crosswalks included:
* Main Street/Sheridan Street (35 votes)
* Sheridan Street/East Street (25 votes including nearby votes for a crossing at the library)
* Main Street/Barkley Avenue/Post Office (25 votes split between a crossing at Barkley and a crossing at the Post Office)
* School/Firehouse (9 votes)
* Sheridan Street/CR 47 (8 votes)
In terms of the most desired locations for existing sidewalk repair or replacement, the most popular locations were Main Street from Sheridan Street to West Road and Sheridan Street from Main Street to just past East Street. New sidewalks were desired in the following locations:
* NYS 40 from Argyle Central School to Firehouse
* Sheridan Street between East Street and Argyle Central School
* Main Street from Sheridan Street to Dollar General
* East Street

In addition, respondents were given the opportunity to provide additional ideas or concerns. These responses included:
* I can’t use my skateboard
* Lots of people walk to Dollar General. A sidewalk and crosswalk would be awesome!
* Mud on “sidewalk” on s. side of Sheridan is like ice when wet. VERY BAD!!
* Difficult sidewalks make using a stroller impossible
* For exercise we choose to walk in rural areas/roads as opposed to the Village. Argyle Rec Field and the school offers walking for walkers.
* Dogs
* It is difficult to cross to the Post Office.
* Crossing Rt-40/Rt-197 is at the pedestrian’s peril; traffic in the village is too fast and there are no crosswalks.
* Drainage
* There is no safe way to cross the street to Dollar General!
* I would walk more if my street had a sidewalk. It is too dangerous to walk.
* Crosswalks near Stewarts would be very beneficial
* [Regarding the intersection of County Route 47 and State Route 40] Can we square this to a T so people coming off Route 40 are not going 65
* Sidewalks are rough
* Would walk if sidewalk were safer
* Walking our kids & dogs is difficult.
* How about sidewalk with curbs
* Protect the school kids
* I would like to see a crosswalk or two available to Argyle School students and pronounced sidewalks

B. Argyle Improvement Association November 2023 Meeting
The results of the public survey were presented to the AIA during the November 2023 meeting. After discussing the survey and initial delineation of Priority Locations and Streetscape Typologies (see Section IV), a number of additional suggestions were made. In addition, the discussion provided additional context regarding the history of pedestrian-related issues within the village. Specific topics of discussion included:
* Regarding the locally-owned streets, sidewalks were only ever installed on one side of the roadway. This may complicate efforts to install sidewalks along both sides of the street (as opposed to re-establishing sidewalks which once existed).
* Although West Road was not a major focus of the survey results, it should be included within potential streetscape typology areas (see Section IV).
* There is an existing Village access road that links the back of the Highway Department property on Route 40 to the Prospect Hill Cemetery, which is a popular place for locals to walk. This access road could potentially be used to create a loop for pedestrians, in conjunction with other improvements.
* The idea of creating a more direct pedestrian access to the Argyle Recreation Field was discussed. All agreed that improved pedestrian access was needed. Some felt that having additional entries could make it more difficult to keep track of children during large events and that one entryway was sufficient.
* The need for improved storm drainage and/or curbs was discussed, especially in areas where decades of road repaving have raised the elevation of the travel lanes. Ultimately this will require an engineering solution.
* Recent repaving and restriping on NYS 197 near the MB Kilmer Funeral Home has reduced the availability of on-street parking. Although the overall roadway width has not changed, the shoulder on the west side of the roadway has been reduced in width due to the placement of pavement markings. Vehicles still park along the shoulder in this location, but often encroach on the travel lane.
IV. Priority Locations and Streetscape Typologies
Using the results of the public survey and subsequent AIA input, Priority Locations and Streetscape Typology areas have been delineated. These can be seen in Figure 8.
Priority Locations refer to discrete intersections where crosswalks are desired. These concept plans should take into account traffic volume and speed, intersection stopping sight distance, streetscape elements such as trees and benches, pavement markings, lighting, and signage as appropriate. The locations shown in Figure 8 are approximate; see section IV.A for recommended crossing location details. In addition to the five crossing locations listed in Section III.A above, the crossing location at the Dollar General previously identified in the 2018 Argyle Sidewalk Extension Study is to be incorporated by reference.
Streetscape Typologies refer to roadway cross-sections which may include sidewalks, snow storage, curbing, on-street parking (if needed), streetscape elements such as trees and lighting, and travel lanes, as appropriate. The exact boundaries of the typology areas have not been designated; the boundaries in Figure 8 are approximate. The three typologies are:
* Village Core, which features higher-density mixed-use development, high traffic volumes, and on-street parking
* Village Connectors, which have lower-density mixed-use development, high traffic volumes, higher vehicle speeds, and limited on-street parking
* Neighborhood Streets, which feature higher-density residential development, low traffic volume and speed, and may integrate on-street parking or grass snow storage

A. Recommended Improvements
1. Pedestrian Crossing Concepts
Due to the potential for pedestrian/vehicle conflict, crosswalks are a critical component of a safe, comfortable pedestrian network. There are several factors which influence the design and location of pedestrian crossings. These include:
* Visibility. Good crossing locations will allow drivers to see pedestrians waiting to cross the street, to give vehicles enough time to yield properly. Visibility is often a combination of sufficient street lighting and signage as well as infrastructure design that allows for adequate sight distance so that pedestrians are not blocked by parked cars or other features.
* Sidewalk alignment. Many pedestrians seek the most efficient route of travel. As such, crosswalks should be aligned with existing sidewalks wherever possible to reduce the likelihood of pedestrians crossing at unmarked locations.
* Predictability. Through effective signage, drivers should be able to anticipate the potential for pedestrian activity, especially in mid-block locations.
* Crossing distance. Where possible, it is usually desirable to reduce or minimize the length of crosswalks to limit the potential for pedestrian exposure to vehicles. Shorter crossings are also more comfortable for those with mobility challenges. In locations with overly wide travel lanes and/or shoulders, crossing distance can be reduced through curb bump-outs. However, the tradeoff of curb bumpouts is reduced on-street parking and the potential for more complicated snow removal.
The following section of this report contains excerpts of concept plans for the recommended pedestrian crossings. For the full version of the drawings, see Appendix A.

 

a) Main St./Sheridan St.
The Main Street and Sheridan Street intersection forms the heart of the Village of Argyle. This location carries the most traffic within the Village and also provides access to a convenient store/gas station, restaurant, hardware store, and local bank branch. In addition, there is a vacant lot which is often used as a pull-off for freight truck drivers and area residents for pop-up farm stands.
Currently, this intersection does not feature any crosswalks, despite having sidewalks on all approaches. As such, many pedestrians cross at existing business driveways or wherever they happen to park their car on-street. This makes it difficult for drivers to anticipate predictable locations where pedestrian activity might occur.
The upcoming NYSDOT repaving includes the establishment of painted crosswalks and ADA accessible curb ramps on the east and south approaches to the intersection. In addition, this plan recommends the addition of a crosswalk and associated curb ramps on the north approach, as shown in Figure 9. The concept also includes the establishment of new curbing and sidewalks along the southeast corner of the intersection. This will define the edges of the existing vacant lot, which will improve access management and reduce the potential for pedestrian/vehicle conflicts while also improving the aesthetics of this important community node.
b) Barkley Ave/Town Hall/Main St. (NYS 40)
This section of Main Street is home to the Argyle Town Hall and a US Post Office, while Barkley Avenue provides access to the Argyle Presbyterian Church and the Community Garden. As such, there is a fair amount of pedestrian activity on this section of roadway, which was also noted as a priority area during the public survey. As part of the NYSDOT pavement project, a crosswalk and curb ramps will be added to Barkley Avenue.
Several alternatives for Main Street crossing locations were considered, including the north and south side of Barkley Avenue as well as a mid-block crossing at the Post Office. Ultimately, the north side of Barkley Avenue was selected based on factors such as sight lines, existing driveways, and the alignment with existing sidewalks. See Figure 10.
To improve the visibility of pedestrians, this concept also calls for the establishment of a “no parking” zone for approximately 20’ on either side of the crosswalk. This is a critical safety factor to ensure that parked cars do not block the visibility of pedestrians from drivers on the roadway. As an option to further increase visibility, an RRFB could be considered during detailed design, in coordination with NYSDOT.
c) Sheridan Street/Elm Street/Library
The East Street/Sheridan Street intersection provides access to the Argyle Free Library, an important community resource. The library has no off-street parking lot, making on-street parking a priority. The parking lane on the north side of Sheridan Street is wide and heavily sloped, which increases the crossing distance for pedestrians. In addition, there is no curb ramp; users with mobility challenges or pushing a stroller must use a nearby driveway to get access to the sidewalk. Other factors which influence the location of a crosswalk include existing street lighting on the southwest corner of the intersection, and the alignment of existing sidewalks along the west side of East Street.
To address these issues, the proposed concept plan includes creating a short pedestrian bump-out in front of 25 Sheridan Street with a crosswalk to align with the sidewalk on East Street (see Figure 11). This will result in displacing approximately 2 on-street parking spaces. However, two mitigations are proposed to make up for this impact. First, it is recommended that the on-street parking spaces should be delineated with pavement markings. This will result in more efficient utilization of the space that currently exists. In addition, the existing grassy buffer/maintenance strip to the east of the driveway at 25 Sheridan Street could be removed and replaced with on-street parking. This scenario maintains a meaningful amount of green space in front of the private residence while creating additional parking for the library.
d) Sheridan St./County Route 47
A crossing is proposed on the east leg of the three-way intersection of Sheridan Street and County Route 47, as shown in Figure 12. This location provides access to the proposed sidewalk to connect to the American Legion and Prospect Hill Cemetery. No crosswalk is currently proposed for County Route 47; however, if sidewalks are installed on the south side of Sheridan Street in the future, a crosswalk should be considered at that time.
e) Sheridan St./School/Fire Department
Establishing a connection between the school and Highway Department/Fire Department is a major priority for both residents and stakeholders. These facilities are heavily used by the community for a variety of events. For example, students walk to the Fire Department for field trips; the Fire Department is also the designated evacuation location for the school. In addition, there is a pedestrian connection between the rear of the Highway Department property and the Prospect Hill Cemetery.
GIven the existing sidewalks within the Argyle Central School property as well as sight distances, it is recommended that the crosswalk be located in front of the Highway Department. This would require the construction of an additional sidewalk/sidepath on the north side of the road to connect to the school as well as sidewalks on the south side of the road to connect to the Fire Department. (See Figure 13). As an option to further increase visibility, an RRFB could be considered during detailed design, in coordination with NYSDOT. Although not strictly pedestrian-related, other options to reduce driver speed (and thereby improve pedestrian safety) could include the installation of speed feedback signs and the establishment of a reduced speed school zone.

2. Streetscape Typologies
The elements of roadway design are contingent on a variety of factors including surrounding land use, vehicle speed, stormwater drainage, right-of-way width, and traffic volume. As such, not all streets are built the same.
To capture the character and context of the Village of Argyle, three streetscape typologies were developed. These represent generic idealized snapshots of the road network; for any given location, certain elements may need to be adapted to fit the available right-of-way. The design standards and guidance below were excerpted from NYSDOT Highway Design Manual, the AASHTO Guide for the Development of Bicycle Facilities, and the NACTO Urban Street Design Guide. The streetscape elements include:
* Travel Lanes. The minimum standard for travel lanes in most situations is 10’; wider lanes may be desirable to accommodate larger vehicles such as freight trucks or agricultural equipment. However, lane width is also correlated strongly with vehicle speed; in general, drivers will go faster as lane widths increase. In a village setting with a 30 mph speed limit, it is therefore recommended to keep lane widths below 12’.
* Parking Lanes/Shoulder. A 4’ shoulder is generally accepted as the minimum width to accommodate cyclists, while the minimum width for a parking lane is 7’. However, larger vehicles such as light-duty trucks may not fit comfortably into the minimum guidelines; 8-9’ shoulders would allow for a wider variety of vehicles to park on-street.
* Curb/Gutter. Curbs are used both to channel stormwater and to provide vertical separation for sidewalks. Gutters or mountable curbs allow for stormwater channelization while also protecting the integrity of the pavement edge somewhat against degradation from vehicle traversal.
* Grass Buffer. Also known as a maintenance strip, this is the linear area between the shoulder and the sidewalk. This buffers pedestrians from traffic, provides a place for utility poles and mail boxes, and allows for snow storage in the winter. This can be occupied by low vegetation/grass or it may be paved with concrete or decorative pavement. To maintain vegetation, a minimum width of 3’ is preferred with an outside range of 2-6’. If space is not available within the right-of-way, the buffer can be eliminated; however in that case it is recommended that 6” curbs be installed to separate the road edge from the sidewalk and sidewalk width should be increased to 6’, preferably 8’, to provide extra separation from the roadway.
* Sidewalks. The ADA minimum standard width in most cases is 5’, although this can be reduced to 4’ in specific circumstances. For areas with higher traffic volume and greater pedestrian activity, it is usually recommended to place sidewalks on both sides of the road.
Not all roads will feature all elements. A description of the streetscape typologies is included below.
a) Village Core
The Village Core represents the heart of the community where the majority of commercial and community events take place. These roadways feature the highest pedestrian and traffic volumes and have right-of-way widths varying from 55’-70’.
Currently, most of this area features ad-hoc on-street parking along the road shoulder. Over many decades, curbs have become degraded in many locations as the state highways have been repeatedly paved over, raising the height of the pavement. In addition, parking incursions have reduced the viability of much of the grass buffer area, to the point where the on-street parking “lane” now abuts the sidewalk.
The proposed roadway section (Alternative 1, see Figure 14) would restore the curb and re-establish a grass buffer between the sidewalk and on-street parking. Even accounting for sidewalk widening to bring the facilities into compliance with ADA standards, this design concept would result in an overall narrowing of the road profile in many locations, essentially allowing for additional space to be used for front yards. As an option where right-of-way does not allow for parking on both sides, Alternative 2 (see also Figure 14) would instead have a shoulder on one side. Although this shoulder is not wide enough to allow for parking, the use of mountable curbs or concrete gutters would accommodate the occasional delivery truck or emergency vehicle to pull on to the grass buffer while still maintaining the integrity of the pavement edge.

b) Village Connectors
The density of commercial and residential land uses in these areas is lower than the core; however, there are still important pedestrian connections to be maintained and enhanced. Currently, there are sidewalks only on one side of the road. On the other side, the road shoulder meets the adjoining land without curbs; stormwater is accommodated via swales or direct absorption.
Two alternatives are proposed, as shown in Figure 15. Alternative 1 calls for sidewalks on both sides, which would maximize pedestrian connectivity. However, given that historically sidewalks were never established on both sides, this would require the support of dozens of property owners to achieve, which could make this a long-term prospect for implementation. Alternative 2 calls for sidewalks on one side, which would still improve pedestrian conditions overall, especially if improved crosswalks are installed as called for elsewhere in this plan.

c) Neighborhood Streets
Elm Street, East Street, West Street, and Barkley Avenue are representative of the traditional residential land uses found in villages throughout the northeast US. Currently, these un-curbed streets feature narrow sidewalks on one side only with 9-10’ travel lanes. Some residents choose to park on-street, pulling the vehicle into the grass buffer between the street and the sidewalk (or on to the lawn, in cases where no sidewalk exists). As a result, the edge of pavement and grass is degraded in many locations. Alternative 1, seen in Figure 16, would replace and improve the existing elements of the roadway. This would include an ADA-compliant 5’ sidewalk as well as a grass buffer with a mountable curb or concrete gutter, which would allow the current occasional on-street parking to continue while maintaining the edge of pavement. Alternative 2 includes sidewalks on both sides of the roadway (see sidebar for additional information).

V. Implementation and Next Steps
A. Cost Estimates
The following cost estimate information was broken down into several categories to enable the Village to prioritize future project phasing. These include:
* Intersection improvements, which encapsulate the pedestrian crossing concepts recommended in this report
* Sidewalk replacement, to bring all existing sidewalks up to ADA standard and establish any other features recommended in the streetscape typologies such as curbing
* New sidewalk construction (high priority), to install new sidewalks in locations which were identified as a higher need from the public survey and mapping exercise
* New sidewalk construction (low priority), to install new sidewalks in locations which were identified as a lower need from the public survey and mapping exercise, but would still provide pedestrian connectivity overall
These have further been broken down into logical segments as seen in Table 4, so that the Village may “mix-and-match” the project into discrete phases as appropriate. It should be noted that these estimates were created with the assumption that federal funding would be utilized, which involves material sourcing guidelines, labor regulations, and project elements such as construction inspection. These factors may not be relevant if construction is undertaken without federal aid. However, in all cases, public pedestrian infrastructure must be designed and built according to the standards of the Americans with Disabilities Act, regardless of the funding source used.
Table 4: Argyle Pedestrian Plan Cost Estimate Summary
Intersection Improvements
Construction Cost
Total Project Cost
Main St./Barkley Ave. Improvements: $53,000 construction/$69,000 total cost
Sheridan St./East St. Improvements: $76,000 construction/$99,000 total cost
Sheridan St./Main St. Improvements: $117,000 construction/$153,000 total cost
Sheridan St./Route 47 Improvements: $35,000 construction/$46,000 total cost
Mid-Block Crossing at School: $61,000 construction/$80,000 total cost
Subtotal – Intersection Improvements: $342,000 construction/$447,000 total cost
Sidewalk Replacements
East Side of Main Street (Sheridan to West): $173,000 construction/$225,000 total cost
West Side of Main Street (Argyle Laundromat to West): $493,000 construction/$641,000 total cost
North Side of Sheridan St (Main to Argyle Central School): $291,000 construction/$379,000 total cost
South Side of Sheridan St (Main to East): $70,000 construction/$91,000 total cost
South Side of Elm St (Main to East): $70,000 construction/$91,000 total cost
South Side of West Rd (Main to 360′ west of intersection): $30,000 construction/$39,000 total cost
North Side of Barkley Ave (Main to Presbyterian Church): $45,000 construction/$59,000 total cost
South of Barkley Ave (320′ south of Barkley along parking lot): $43,000 construction/$56,000 total cost
Subtotal – Sidewalk Replacements: $1,215,000 construction/$1,581,000 total cost
New Sidewalk Construction (High Priority)
East Side of Main St (Sheridan to Dollar General): $181,000 construction/$236,000 total cost
South Side of Sheridan St (East to County RT 47): $94,000 construction/$123,000 total cost
North Side of County RT 47 (Sheridan to Cemetery): $125,000 construction/$163,000 total cost
North Side of Sheridan St (Argyle School to Highway Dept): $45,000 construction/$59,000 total cost
South Side of Sheridan St (Argyle Highway Dept to Fire Dept): $33,000 construction/$43,000 total cost
West side of East St (Elm to Barkley): $87,000 construction/$114,000 total cost
North Side of Barkley Ave (Presbyterian Church to East): $48,000 construction/$63,000 total cost
Subtotal – New Sidewalk Construction (High Priority): $613,000 construction/$801,000 total cost
New Sidewalk Construction (Low Priority)
South Side of Sheridan St (County Rt 47 to Argyle Highway Dept): $319,000 construction/$415,000 total cost
North Side of Elm St (Main to East): $117,000 construction/$153,000 total cost
East Side of East St. (Sheridan to Community Gardens): $257,000 construction/$335,000 total cost
Subtotal – New Sidewalk Construction (Low Priority): $693,000 construction/$903,000 total cost
Grand Total – All Improvements: $2,863,000 construction/$3,732,000 total cost

B. Funding
Although some communities opt to make incremental infrastructure improvements through annual budget expenditures, most municipalities seek grant funding to offset the cost of large-scale capital construction projects all at once. For additional information concerning project phasing options, see section V.C. below.
1. Federally Administered Funding Programs
There are a number of federal grant programs that can be used to design and construct sidewalks and related pedestrian infrastructure. Given that programs are introduced and retired on a regular basis, the most comprehensive and up-to-date list of federal funding programs can be accessed on the FHWA website. This list includes programs which are administered by NYSDOT or A/GFTC (see below for more information) as well as programs which are solicited directly by the Federal Highway Administration. Specific programs of note which are solicited directly through FHWA include Safe Streets 4 All (SS4A) and the Active Transportation Infrastructure Investment Program (ATIIP).
2. State and Locally Administered Funding Programs
A/GFTC Make the Connection: The intent of this program is to improve the non-motorized travel network in the A/GFTC region by addressing gaps or deficiencies that discourage or physically impede efficient and safe bicycle and pedestrian activities. The local match for this program is 20%; in-kind labor is not allowed as a match source. This program is limited to design-only for project sponsors without direct federal-aid experience. The next round of MTC is anticipated to be released in fall 2024 and is administered directly through A/GFTC.
Transportation Alternatives Program (TAP): This program is administered by NYSDOT every other year and allows for the design and construction of a wide variety of bicycle and pedestrian infrastructure. Project applicants must compete within their applicable NYSDOT Region, in this case Region 1 which also includes the greater Capital District. The minimum federal share for each project is $500,000; with a 20% match of $125,000, the resulting minimum total project cost is $625,000.
Carbon Reduction Program (CRP): CRP funds may be obligated for projects that support the reduction of transportation emissions, including facilities for pedestrians, bicyclists, and other nonmotorized forms of transportation. In the A/GFTC region, applicants can seek CRP funding two ways: a limited A/GFTC-only allocation which is solicited as part of the overall regional Transportation Improvement Program or co-solicited with the TAP program through NYSDOT every other year. For the combined NYSDOT TAP/CRP solicitation, the TAP project minimums apply. As this is a relatively new program, it is recommended that potential applicants seek guidance from A/GFTC and NYSDOT Region 1 prior to seeking funding.
C. Project Phasing/Partnerships
To undertake a project of this magnitude, it may be desirable to phase the project or to seek opportunities to bundle the sidewalk construction with other projects, or to work with partners to reduce the overall burden on the Village. Some options include:
* Bundle with sewer/water upgrades. The Village is already exploring a variety of options for water and sewer infrastructure. In some cases, these projects would require digging up some of the existing sidewalks anyway, which could provide a logical opportunity to replace them with better pedestrian facilities. There may also be ways to use multiple funding sources to reduce local match requirements for grants.
* Phase design first. One option would be to pursue design for sidewalk and pedestrian improvements as a stand-alone project. This could be self-funded or grants such as MTC could be used. The benefit of this approach is that having a completed design and accurate cost estimates is a valuable metric for certain funding applications such as TAP, since many of the potential unknowns of construction have already been identified.
* Phase high priority locations first. Another option would be to seek funding for the highest priority locations, while leaving lower priority areas for the future. This would reduce the short-term financial impact to the Village. However, given recent historical inflation trends, it is likely that the cost of sidewalk construction even a few years in the future will be more expensive. In addition, this approach creates multiple seasons of construction, which could be frustrating for residents and business owners.
* Incremental improvements. Like many municipalities in New York, the Village already has a policy which allows for cost-sharing with residents and property owners for sidewalk improvements at individual parcels. Although in theory this should result in the incremental improvement of sidewalks, in practice very few property owners actually utilize this program. In addition, it is likely that there will be at least a few property owners who are unwilling to participate, leading to inconsistent sidewalk conditions. If those locations were then improved at the Village’s expense in the future, this could lead to frustration and resentment of any property owners who did contribute to improvements in good faith. The other drawback to this approach is that the repeated mobilization of contractors for short segments of sidewalk construction can be more expensive on a unit basis than undertaking longer sections at the same time.
A related concept would be to form a sidewalk district which would collect a nominal fee from property owners on an annual basis, which could then be used to fund future sidewalk improvements. This option would likely take several years to result in enough funding to make meaningful improvements, but it would eliminate the potential inconsistency inherent in the current local law.
* Explore local fundraising options. The Village of Argyle is an active, engaged community. Groups such as the Argyle Improvement Association and the local American Legion could potentially lead a large-scale fundraising effort dedicated to sidewalk improvements. Although it is unlikely that this would result in enough funding to completely offset a match for construction, it may be feasible to use this funding as a match for a design-only project or for a smaller-scale construction effort.
* Consider partnerships with Town and/or County. Although the main focus of this plan is on Village infrastructure, there are concepts which would require the involvement of the Town of Argyle and Washington County to bring to fruition. A multi-jurisdictional approach could not only reduce the administrative and/or financial burden on the Village but would also result in a more competitive application for funding.
D. Maintenance
Maintenance of pedestrian infrastructure is a key concern for any municipality. For the purposes of this plan, “maintenance” includes short-term upkeep, such as removing leaves, snow, and debris, as well as long-term preservation of pavement, drainage, and general infrastructure condition to ensure ADA accessibility. This section is intended to provide a general overview of issues related to pedestrian infrastructure maintenance.
1. Short-term maintenance
In New York State, many municipalities have enacted local laws which delegate the removal of snow, leaves, and/or other debris to the adjoining landowner; Argyle sets forth these provisions in Local Law 1 of 2007. However, some landowners may not be physically capable, available, and/or willing to engage in timely snow removal. Argyle’s regulation levies a fine in the case of noncompliance within a set time period, in this case 48 hours after a snowfall. Although this may be effective in some cases, not all municipalities have the capacity to enforce these types of violations. Another option would be to purchase dedicated snow-removal equipment and have municipal employees undertake the snow removal throughout the Village as needed. Although this will increase overall accessibility in the Village, it is also more expensive.
2. Long-term maintenance
Regarding long-term maintenance, Argyle’s sidewalk regulations state that “The owner of premises abutting on any street
or road who owns the property where a sidewalk has been laid shall repair, maintain, replace and reconstruct such sidewalk.” However, no guidance is included regarding standards for maintenance and repair and there are no references to the ADA. This could create some confusion as there is no clear threshold established for when repair and replacement should take place. In addition, as stated above, many property owners choose not to repair or replace their sidewalks, even though the Village of Argyle currently has a policy which enables cost-sharing to offset the expense.

These types of local laws, although very common in NYS, can lead to legal confusion with regards to property owner liability for injury related to poor pavement condition (i.e. trip-and-fall lawsuits) versus municipal requirements to maintain ADA accessibility under federal law. In general, although these types of local laws may lead to some incremental advances, they do not ensure consistent sidewalk maintenance in the long term. The most effective way to ensure that accessible, safe sidewalks are available is for the Village to undertake the design, construction, and long-term maintenance of the pedestrian infrastructure network.

Ultimately, the ADA states that municipalities are responsible for general upkeep of sidewalks to ensure they remain open and usable to persons with disabilities. However, in practice this may require a more nuanced interpretation of local, state, and federal regulations. Therefore, it is recommended that a land use attorney be consulted prior to enacting any local laws or policy. For a more in-depth overview, please refer to “Land Use Law and Sidewalk Requirements Under the Americans with Disabilities Act” published by the Real Property, Trust and Estate Law Journal, available here: https://ssrn.com/abstract=3019506

Draft final report for the Empire State Trail Fort Ann Connection Plan as released for public review and comment through August 2nd, 2024.