27-034 IFB Adm 1 - Posted.pdf

INVITATION FOR BIDS

NO. 27-034

US 40 SHARED USE PATH-ABERDEEN TRAIN STATION TO HAVRE DE GRACE

ADDENDUM NO. 1

July 27, 2026

Ladies and Gentlemen:

The purpose of this addendum is to provide the following missing Appendix’s from the original documentation.

• Appendix A - US-40-Shared-Path Location Map

• Appendix B - US 40 Bike Ped Concept Plan

Sincerely, Karen Post NIGP-CPP, CPPB, CPPO, CMPA Procurement Agent III cc:

BMC Project No. 22T02

Technical Memorandum #2 – Final Recommended Plan

April 2023

FINAL

i

Table of Contents Introduction

Technical Memorandum #1

Concepts Overview

Public Meeting #1

Preferred Concepts

Preliminary Property Impacts and Costs

Public Meeting #2

Next Steps – Recommendations for Future Study

Implementation Plan

List of Figures Figure 1: Study Area

Figure 2: Concepts Overview

Figure 3: Proposed Westbound US 40 Open Section, Looking East

Figure 4: Proposed Westbound US 40 Closed Section with Reduced Shoulder, Looking East .. 7

Figure 5: Proposed Westbound US 40 Closed Section with Shoulder, Looking East

Figure 6: Potential City of Aberdeen Impact Area

Figure 7: Potential City of Havre de Grace Impact Area

Figure 8: Potential Residential Impact Area

Figure 9: Examples of Potential US 40 Wayfinding Signage

Figure 10: MUTCD-Compliant East Coast Greenway Guide Sign

Figure 11: Example Branding/Signage Programs

Appendices Appendix A: Comments Received – Public Comment Period #1

Appendix B: Concept Plan – Westbound US 40 Shared-Use Path

Appendix C: Concept Plan – Combined US 40 Shared-Use Path

Appendix D: Cost Estimate – Westbound US 40 Shared-Use Path

Appendix E: Cost Estimate – Combined US 40 Shared-Use Path

Appendix F: Comments Received – Public Comment Period #2

FINAL Technical Memorandum #2 – Final Recommended Plan April 2023 Page 1

Introduction

Baltimore Metropolitan Council (BMC), on behalf of the Baltimore Regional Transportation Board (BRTB) and Harford County, is developing a Concept Plan for Bicycle and Pedestrian Improvements along US 40 from the City of Aberdeen to the City of Havre de Grace.

The project corridor is located within the Cities of Aberdeen and Havre de Grace. Currently, there are sporadic sidewalks, as well as shoulders, that are used by pedestrians. Along US 40 in the study area, shoulders are signed for bicycle use.

This technical memorandum is the Final Recommended Plan, which provides information on refining the concept alternatives previously presented, forms the study recommendations, and includes an Implementation Plan.

Project Location

This project is located in Harford County, approximately 30 miles north of Baltimore and 20 miles south of Elkton, MD. US 40 is a four-lane principal arterial that carries over 30,000 vehicles per day. The corridor serves a diverse traffic mix including local traffic in the Aberdeen/Havre de Grace area, long-distance commuter traffic destined for downtown Baltimore and regional traffic destined for Elkton.

The study area being investigated includes US 40 (Pulaski Highway) between the train station in the City of Aberdeen and Erie Street in the City of Havre de Grace, just west of the Thomas Hatem Bridge over the Susquehanna River. The section of US 40 in the study area is approximately 5.1 miles long with posted speed limits ranging from 30 MPH to 55 MPH and is functionally classified as a Principal Urban Arterial under the County Functional Classification System (2018)1. The study area boundary is shown in Figure 1.

Project Purpose

The concept plan will include planning-level design of a comfortable, convenient, and safe shared-use path along US 40 that connects to transit and neighborhoods and provide a foundation for the future development, implementation, and maintenance of a shared-use path serving bicyclists and pedestrians along the corridor.

Shared-use paths are dedicated facilities for pedestrians and bicyclists that are physically separated from motorized vehicular traffic by an open space or barrier. Shared-use paths are intended for two-way non-motorized traffic and are typically a minimum of 10 feet wide.

1 Harford County Planning and Zoning. 2018. Functional Classification. Available at:

https://planning-harfordgis.opendata.arcgis.com/documents/27d659df764d4def90d32187605a6c0c/explore.

Accessed July 20, 2022.

April 2023 Page 2

Figure 1: Study Area

April 2023 Page 3

Technical Memorandum #1

Technical Memorandum #1 – Concept Alternatives (December 2022) provides a documentation of existing conditions, including information such as environmental inventory, land use, cultural resources, natural resources, review of area plans, transit routes, crash data analysis, shared-use path design parameters and criteria, alternatives analysis, and drainage and stormwater management. Additional discussion of these topics, as well as other information, can be found in the document.

Concepts Overview

This section provides a brief summary of all concepts considered for this study – see Technical Memorandum #1 – Concept Alternatives (December 2022) for additional information.

No-Build Scenario

As part of the Concept Plan for Bicycle and Pedestrian Improvements Along US 40 (Pulaski Highway), a No-Build Scenario was considered. If the No-Build Scenario is pursued, undesirable and inadequate conditions for pedestrians and bicyclists would continue to exist along US 40 in the study area due to the lack of dedicated bicycle and pedestrian infrastructure.

Design Parameters and Criteria

Design parameters and criteria for the development of a potential shared-use path along either side of US 40 were established using County requirements and project team feedback, along with design policies from the National Association of City Transportation Officials (NACTO), the American Association of State Highway and Transportation Officials (AASHTO), the Maryland Department of Transportation State Highway Administration (MDOT SHA), and the Federal Highway Administration (FHWA). It should also be noted that available GIS data collected as part of the base mapping process was used as a concept-level screening tool and no detailed survey information was obtained for this study. In further stages of design, survey information will need to be obtained to refine the alignment.

The following list summarizes the information used to guide the concept design for the shared-use path alternatives:

Asphalt is planned for shared-use path construction, the existing concrete sidewalk along US 40 would be removed. The use of pervious pavement may be considered in later stages of design to address stormwater management needs.

MDOT SHA District 4 indicated that utilizing/reducing some of the shoulder width along US 40 for the shared-use path can be considered.

All curb ramps would be concrete and constructed to meet Americans with Disabilities Act (ADA) standards, including detectable warning surfaces

Adjustments to parking lots along US 40 may be required; if necessary, these will be evaluated during final design

April 2023 Page 4

At this planning-level stage, assume proposed shared-use path would be offset 4’ from existing right-of-way and utility poles would not be impacted when designing the shared-use alternatives. Utility pole locations were determined using aerial photographs. No GIS information was available. Once actual survey information is obtained, the alignment can be refined in a future design phase.

Preferable for a grass buffer to be provided along the entire corridor to physically separate all shared-use path users from US 40 and reduce conflicts between non-motorized and motorized traffic while providing additional user safety and comfort

Bioswales – vegetated shallow depressions/ditches designed to collect, treat, and infiltrate stormwater runoff – may be used in the green zone between the US 40 roadway and the shared-use path. Roadway safety clear zone issues may limit tree planting in this area and details will be determined in later stages of design.

NACTO and AASHTO guidelines (AASHTO Bicycle Facilities Guide) were consulted regarding width requirements for shared-use paths; 10' width is recommended, and 8' width is acceptable for low usage and in areas where maintenance vehicles are not anticipated. After discussion with BMC and Harford County, it was determined that a 10’ shared-use path width would be proposed along the corridor, along with grass buffers and swales. Where a 10’ shared-use path width is not possible, an 8’ minimum design width will be considered and will require a design waiver.

Per NACTO and ADA shared use path guidelines, a maximum 2% cross slope is proposed for the shared-use path

10’ wide painted crosswalks would be proposed at all signed roadway crossings; per approved MDOT SHA standards, the continental crosswalk style (without the traditional two white lines along the length of the crosswalk) would be used. 6’ offset from the edge of travel lane to shared-use path crossing will be maintained and 4’ offset from the edge of shared-use path to stop bar.

It is assumed that all pedestrian signals would be upgraded with Accessible Pedestrian Signal (APS) units with audible signals and countdown displays at all crossing locations for consistency and safety along the corridor; in general, pedestrian signals are required at all crossings without a STOP condition.

All intersections and driveway crossings will be outfitted with ADA compliant ramps and include detectable warning surfaces.

Existing gravel driveways will be enhanced to meet ADA standards

The proposed shared-use path would not preclude providing ADA connectivity to existing pedestrian/bicycle infrastructure or to side streets or specific properties along US 40

For maintenance, including snow operations – the proposed shared-use path concept is an off-road facility that is wide enough to be serviced by small equipment. Conceptual pavement design will not be designed for truck loading.

April 2023 Page 5

Concepts Overview As shown in Figure 2, three concepts were analyzed along US 40 from the Aberdeen Train Station to Erie Street in Havre de Grace:

Option 1: Westbound, northern side of US 40

Option 2: Eastbound, southern side of US 40

Option 3: Combined (partially Westbound Option/Eastbound Option)

Figure 2: Concepts Overview

Concept Overview – Westbound

On westbound US 40, existing sidewalk is present from APG Road to the MD 22 ramp at the southern end of the study area, as well as between Lewis Lane and Erie Street at the northern end of the study area. The proposed shared-use path would replace the existing sidewalk at these locations.

Recognizing that pedestrians are prohibited, and bicycles have limited access across the Hatem Bridge, the concept plan includes the recommendation to connect with the existing on-street East Coast Greenway route at Erie Street, as well as continuing along Park Drive to Superior Street to provide a direct route to residential neighborhoods in Havre de Grace. Additionally, it should be noted that if potential future Transportation Alternatives (TA) Program funding would be considered, the Hatem Bridge is not a logical terminus. The concept plan does not preclude continuing to a crossing at the Hatem Bridge, but the team recognizes that it is not a safe option for inexperienced or casual riders and would require additional design to tie a two-way shared-use path directly into the bridge travel lanes.

As shown in Figure 3 – Figure 5 below, three different proposed roadway typical sections were developed for the westbound US 40 shared-use path option based on the guidelines discussed above, depending on the section of the study corridor. In terms of separation between the shared-use path and US 40, FHWA guidance indicates that when two-way shared-use paths are located

April 2023 Page 6 adjacent to a roadway, wide separation between a shared use path and the adjacent highway is desirable to demonstrate to both the bicyclist and the motorist that the path functions as an independent facility for bicyclists and others. Additionally, the AASHTO Guide for the Planning, Design, and Operation of Bicycle Facilities states that the minimum recommended distance between a path and the roadway curb or edge of traveled way (where there is no curb) is five feet.

Figure 3: Proposed Westbound US 40 Open Section, Looking East

The open section shown in Figure 3 has no curb and gutter. This typical section shows a 10’ paved shoulder and 16’ grass buffer and is generally located in the section of US 40 with a speed limit of 55 mph.

April 2023 Page 7

Figure 4: Proposed Westbound US 40 Closed Section with Reduced Shoulder, Looking East

The closed section shown in Figure 4 has curb and gutter. This typical section utilizes/reduces some of the shoulder width along US 40 for the shared-use path in order to minimize or avoid impacts and has a minimum 10’ buffer between the edge of roadway and the shared-use path. This typical section is generally located in areas with a speed limit of 30-45 mph.

April 2023 Page 8

Figure 5: Proposed Westbound US 40 Closed Section with Shoulder, Looking East

The closed section shown in Figure 5 has curb and gutter. The full roadway shoulder width remains in-place with this typical section, which has a minimum 10’ buffer between the edge of roadway and the shared-use path. This typical section is generally located in areas with a speed limit of 45 mph.

April 2023 Page 9

Concept Overview – Eastbound

On eastbound US 40, existing sidewalk is present between APG Road and the MD 22 ramp at the southern end of the study area, and just south of Ohio Street to Erie Street at the northern end of the study area. The proposed shared-use path would replace the existing sidewalk. As discussed with the westbound shared-use path, the proposed terminus is located at Erie Street to connect the shared-use path to the East Coast Greenway on-street bicycle route, as well as residential neighborhoods in Havre de Grace. The three proposed roadway typical sections shown in Figure 3 – Figure 5 are also applicable to the eastbound concept, though they are flipped, with the shared-use path located to the right of the eastbound travel lanes.

Concept Overview – Combined (Partially Westbound/Eastbound)

The third concept to add bicycle and pedestrian access to the corridor is to create a combined option which includes sections of the westbound and eastbound options described above. In the combined option, the shared-use path would incorporate the westbound option from the City of Aberdeen to Lewis Lane, cross US 40 at Lewis Lane, and continue with the eastbound option from Lewis Lane to Erie Street. The proposed typical sections for the combined option are the same as those for the westbound and eastbound options.

Opportunities and Constraints Opportunities and constraints were considered for each of the three concepts under consideration.

Option 1: Westbound, northern side of US 40 Opportunities o Wide shoulder available to use for trail o Less environmental impacts o Requires less potential property easements or acquisition o Located on north side of US 40 with larger nearby residential population

Constraints o Multiple stream crossings / at least one pedestrian bridge required o Existing utilities o Low retaining walls may be required

Option 2: Eastbound, southern side of US 40 Opportunities o Improved access to residents on south side of US 40 and downtown Havre de Grace o Access to Havre de Grace Activity Center and the middle / high school o Same side as train station

April 2023 Page 10

Constraints o Environmental impacts to streams and forest o Amtrak property impacts which could delay project implementation o Higher construction costs because of multiple retaining walls and stream crossings; at least one pedestrian bridge required o Stressful and potentially unsafe crossing of MD 22 off-ramp to eastbound US 40 o Significant portion of eastbound/south side segment east of Lewis Lane is complex design and construction due to guardrail, signing, steep slopes and forest impacts

Option 3: Combined (partially Westbound Option/Eastbound Option) Opportunities o Westbound/north side segment serves larger nearby residential population o Eastbound/south side segment provides improved access to Havre de Grace o Access to Havre de Grace Activity Center and the middle / high school

Constraints o No existing sidewalk from Lewis Lane to south of Ohio Street due to significant environmental constraints o Significant portion of eastbound/south side segment is complex design and construction due to guardrail, signing, steep slopes and forest impacts o Higher construction costs for eastbound/south side segment due to retaining walls to reduce impacts

Public Meeting #1 A virtual public meeting for the project was held on November 2, 2022, with Public Comment Period #1 open from October 19 through November 27, 2022. The comments received during Public Comment Period # 1 are included in Appendix A.

Feedback received from Public Meeting #1 included:

73% of respondents would be likely to use a shared-use path along US 40

30% of respondents preferred the Westbound Option and 26% preferred the Combined Option

Users should be safely separated from US 40 traffic

Important to provide safe pedestrian and bicycle crossings of US 40 at major intersections

April 2023 Page 11

Additionally, some frequently asked questions and responses were developed as a result of public feedback:

Will the Otsego Street/Ohio Street/US 40 intersection be reconfigured as a part of this concept plan?

o The concept plan currently under development will not include reconfiguration of the Otsego Street/Ohio Street/US 40 intersection. The intersection is included in the 2022 Harford County Priority Letter and has been included in the yearly priority letter since 2010.

Is funding available for this project? Will this project increase my taxes?

o The project is currently funded for completion of the concept plan. Funding has not yet been identified for future phases of design and construction. The project will be eligible to apply for a variety of state and federal funding programs that could fund future phases of the project. The project will not increase taxes in Harford County.

Why doesn’t the project include crossing the Susquehanna River on the Thomas J. Hatem Memorial Bridge?

o The scope of this concept plan is limited to the five-mile segment from the City of Aberdeen to the City of Havre de Grace. Exploration of a bicycle and pedestrian connection across the Susquehanna River, potentially along the Thomas J. Hatem Memorial Bridge will require a separate study due to the complexity of design and coordination.

Preferred Concepts Based on community feedback during Public Comment Period #1, the opportunities and constraints previously discussed, and design considerations, the Westbound Option and Combined Option are recommended for further study. The potential westbound US 40 shared-use path concept plan is shown in Appendix B and the potential combined shared-use path concept plan for US 40 is shown in Appendix C. With either option, a shared-use path along US 40 could act as a spine to make other connections throughout the area.

Prior to the public meeting, the proposed typical sections showed the shared-use path adjacent to US 40 with a two-foot buffer. As a result of feedback suggesting additional separation between the roadway and the shared-use path, the placement of the grass swale area was revised to be adjacent to US 40 as shown in Figure 3 – Figure 5. All dimensions and details shown in the typical sections will be refined in future design phases.

ADA-compliant ramps (including detectable warning surfaces) are proposed at all commercial, residential, and signed street crossings along westbound US 40. Marked 10’ wide crosswalks are proposed at all signed street crossings to coincide with the proposed shared-use path in order to provide a safe, continuously marked path along US 40 between APG Road and Erie Street.

It should be noted that the team recognizes that the Otsego Street intersection is particularly complex, especially with the westbound option having two roadway legs to cross. However, the crossing would be made ADA-compatible and safe with pedestrian refuge areas, as determined in future design phases.

April 2023 Page 12

There are 10 potential stream crossings along the alignment that will require a structure or culvert extension. There are six locations where a culvert extension will be required. Potential bridge/culvert extensions are shown on the concept plans. For this proposed shared-use path concept, a potential bridge structure or culvert extension is shown adjacent to the existing guardrail, separated from US 40, that provides a wider crossing at these stream crossing locations. To accommodate a potential 10’ wide shared-use path with 1’ buffer on either side, the bridge structure would be 12’ wide, with 2’ wide parapets on either side of the bridge (total of 16’ wide). Where necessary due to site topography, potential retaining walls are shown on the concept plan.

Bicycle Level of Traffic Stress Existing Bicycle Level of Traffic Stress (LTS) information was presented in Technical Memorandum #1 – Concept Alternatives (December 2022). LTS was identified using the MDOT Level of Traffic Stress Methodology and varies from 0 to 5 with 0 being no stress from traffic and 5 being locations where bicycles are prohibited. Existing Bicycle LTS scores for segments along US 40 were 3 or 4, due to the 40 MPH to 55 MPH speed limit, shoulder widths of less than 10 feet, and existing traffic volumes. However, with both preferred concepts, the Bicycle LTS is scored as 1 since it is a separated shared-use path. For reference, a score of 0 (no stress from traffic) would apply to trails/paths that are located in dedicated right-of-way that do not intersect other roads or driveways.

Pedestrian Level of Comfort Existing Pedestrian Level of Comfort (PLOC) information was also presented in Technical Memorandum #1 – Concept Alternatives (December 2022). Existing PLOC was identified using the Montgomery County, MD Pedestrian Level of Comfort Methodology and varies from 1 to 4, with 1 being very comfortable and 4 being undesirable. Because there is no sidewalk along most of US 40, the PLOC is 4. Sidewalks are present in Aberdeen and Havre de Grace, but the speed limits and lack of buffer between sidewalks and road result in a high PLOC.

In general, the greater the buffer/separation between pedestrians and the adjacent roadway, the lower the PLOC score:

PLOC 1: Greater than 8’ buffer

PLOC 2: Between 5’ and 8’ buffer

PLOC 3: Between 2’ and 5’ buffer

PLOC 4: 0’ to 2’ buffer

With both preferred concepts, the minimum distance between the shared-use path and the shoulder/curb of US 40 is 10’ based on the reduced shoulder typical section (not including the shoulder as separation). This meets the criteria for the lowest PLOC score of 1, which is obtained with 8’ separation.

Preliminary Property Impacts and Costs

Existing parcel lines shown on the concept plans are based on readily available statewide GIS mapping; therefore, impacts identified in this study are approximate and subject to change during future stages of design. In future stages of design, the shared-use path alignment(s) may be modified and refined once topographic surveys are available and features such as retaining walls may be used to minimize or avoid property impacts. For both of the preferred concepts, the

April 2023 Page 13 proposed right-of-way line was assumed to be set one foot behind the proposed shared-use path in areas where right-of-way impacts are anticipated. Specific, quantified impacts to fences, trees, driveways, and other property features will be determined after topographic surveys and final design are complete.

The following is a summary of approximate property right-of-way impacts based on the two proposed concept plans.

Westbound shared-use path:

County impacts: none

City of Aberdeen impacts: 149 square feet (1 parcel)

City of Havre de Grace impacts: 219 square feet (1 parcel)

MDOT SHA impacts: none

Amtrak impacts: none

Residential property impacts: 980 square feet (1 parcel)

Commercial property impacts: 52,981 square feet (47 parcels)

Industrial property impacts: 1,188 square feet (1 parcel)

Combined shared-use path:

County impacts: none

City of Aberdeen impacts: 149 square feet (1 parcel)

City of Havre de Grace impacts: none

MDOT SHA impacts: none

Amtrak impacts: none

Residential property impacts: 980 square feet (1 parcel)

Commercial property impacts: 55,338 square feet (51 parcels)

Industrial property impacts: 1,188 square feet (1 parcel)

The potential City of Aberdeen impact (149 square feet) is located on the City-owned parcel at 2225-A Pulaski Highway near the pump station, shown in Figure 6.

Figure 6: Potential City of Aberdeen Impact Area

April 2023 Page 14

The potential City of Havre de Grace impact (219 square feet) is located on the City-owned parcel on the northwest quadrant of US 40 at Lewis Lane, shown in Figure 7.

Figure 7: Potential City of Havre de Grace Impact Area

The potential residential impact (980 square feet) is on property owned by the Greenway Farm Phase 1 Community Association at the US 40/Martha Lewis Boulevard intersection, shown in Figure 8.

Figure 8: Potential Residential Impact Area

The remaining potential impacts are to commercial and industrial properties along US 40.

Cost estimates were calculated for each of the preferred concepts and are summarized below. For additional information regarding cost estimating details, methodology, and assumptions, see Technical Memorandum #1 – Concept Alternatives (December 2022).

Westbound Concept The estimated construction cost for the potential future shared-use path along westbound US 40 as shown on the concept plan is $8.90 million with a cost per mile of $1.78 million (not including right-of-way). The cost estimate is provided in Appendix D.

April 2023 Page 15

Combined Concept The estimated construction cost for the potential future combined shared-use path along westbound and eastbound US 40 as shown on the concept plan is $9.75 million with a cost per mile of $1.95 million (not including right-of-way). The cost estimate is provided in Appendix E.

Public Meeting #2

A public open house for the project was held on February 9, 2023, at the Havre de Grace Activity Center. Public Comment Period #2 was open from January 25 through February 22, 2023. The comments received during Public Comment Period #2 are included in Appendix F.

Based on feedback received from the public open house and Public Comment Period #2, 69% of commentors who preferred a specific alignment chose the Combined Option

Next Steps – Recommendations for Future Study

Moving forward from the concept phase, the following is a non-exhaustive list of considerations and recommendations for future study:

The two preferred options are recommended to be carried forward into the next phase of design; additional information will be needed to fully consider the options

Future phases of design will consider topographic survey, additional engineering details, and public comments regarding specific shared-use path alignments, impacts avoidance, maximizing the distance/offset from US 40, and connections to other facilities

Conduct a bicycle/pedestrian roadway safety audit for the corridor

Potential for creating/establishing design guidelines in the next phase of study, including driveway crossing treatments, bus stops, etc.

Evaluate adding signage to US 40 to indicate that it is possible to take public transit (Harford Transit LINK) across the Hatem Bridge to Cecil County, including loading bikes

Per City of Aberdeen code, bicycles are not allowed to be ridden on sidewalks; additional consideration and a determination can be made in the next phase of design regarding the use of existing sidewalks on US 40 near the train station

Future Otsego Street intersection design should be considered when evaluating the alignment options

Equity analysis (criteria to be determined) may be used to evaluate the alignment options

If the westbound option is chosen in future design phases, sidewalk construction projects could be evaluated for the areas where sidewalk does not currently exist

Various permits and agency approvals may be required before project construction - see Technical Memorandum #1 – Concept Alternatives (December 2022) for more information on potential permits

April 2023 Page 16

To help phase the design and construction, Harford County, Aberdeen, and Havre de Grace could identify "priority" segments for the shared-use path

Recommendation for future studies to explore bicycle and pedestrian crossing opportunities across the Susquehanna River to improve regional connectivity and for connectivity of other area bicycle and pedestrian routes (i.e. the East Coast Greenway, U.S. Bicycle Route (USBR) 201, Lower Susquehanna Heritage Greenway Trail, North Park Loop (Joe K Trail), Mason Dixon Trail System, and Lafayette Trail)

Implementation Plan

As part of the Final Recommended Plan, this section presents the Implementation Plan. The following components are included:

Potential Grant Funding Opportunities

Potential Wayfinding and Facility Branding Strategies

Opportunities to Guide the Development of the Facility

Long-Term Maintenance Strategy

Potential Grant Funding Opportunities While Harford County, the City of Aberdeen, and the City of Havre de Grace can provide construction funding for the US 40 shared-use path, the project may also be eligible for various grant funding opportunities. This section provides a brief overview of a non-exhaustive list of potential grant funding opportunities, as well as current application requirements. It should be noted that the project may not end up qualifying for all opportunities listed and requirements will need to be verified as the project progresses.

Harford County should continue to coordinate with MDOT SHA during the design process, as well as hold conversations with the state about funding for paths along urban highways as outlined in § 8-630 of the Maryland Code. Within the study area, sections of US 40 are within a Sustainable Community as defined by the Sustainable Community Act of 2010 and within a Priority Funding Area as defined by the 1997 Planning Legislation. These designations, as discussed in the Maryland Code, may be relevant to the funding conversation with MDOT SHA.

Federal Grant Opportunities

Safe Streets and Roads for All (SS4A) – U.S. Department of Transportation (USDOT) https://www.transportation.gov/grants/SS4A

Background information o The purpose of the SS4A grant program is to improve roadway safety by significantly reducing or eliminating roadway fatalities and serious injuries through safety action plan development and implementation focused on all users, including pedestrians, bicyclists, public transportation users, motorists, personal conveyance and

April 2023 Page 17 micromobility users, and commercial vehicle operators. The program provides funding to develop the tools to strengthen a community’s approach to safety and saving lives.

o The SS4A program provides funding for two types of grants:

Planning and Demonstration Grants provide Federal funds to develop or complete an Action Plan, conduct supplemental planning, and/or conduct demonstration activities that will inform the development of an Action Plan.

Implementation Grants provide Federal funds to implement projects and strategies identified in an Action Plan to address a roadway safety problem.

o There are no statutory minimum or maximum grant amounts. However, Planning and Demonstration Grants have an expected minimum of $100,000 and an expected maximum of $10 million and Implementation Grants have an expected minimum award of $2.5 million and maximum award of $25 million.

Eligible grantees o A Metropolitan Planning Organization (MPO) o A political subdivision of a State (i.e. cities, towns, counties, special districts, and similar units of local government)

Eligible projects:

o Develop or update a comprehensive safety action plan (Action Plan) o Conduct planning, design, and development activities (infrastructure, behavioral, operational safety, etc.) in support of an Action Plan.

o Carry out projects and strategies identified in an Action Plan.

Requirements:

o Project must comply with all applicable state and federal regulations o A local match of no less than 20 percent of total eligible project costs is required.

Local match may include both cash as well as in-kind contributions.

State Grant Opportunities

Transportation Alternatives Program (TAP) – MDOT SHA https://roads.maryland.gov/mdotsha/pages/index.aspx?PageId=144

Background information o The Transportation Alternatives Program (TAP) is part of the Federal Highway Administration Surface Transportation Program, a reimbursable federal aid funding program for transportation-related community projects. MDOT SHA administers TAP for all Maryland projects.

o Under the 2021 Infrastructure Investment and Jobs Act, approximately 40% of funds apportioned to Maryland’s TAP are sub-allocated to the following three Maryland

April 2023 Page 18

MPOs: Baltimore Regional Transportation Board (BRTB), National Capitol Region Transportation Planning Board (TPB), and Wilmington Area Planning Council (WILMAPCO). The remaining TAP funds are available to any area of Maryland.

Eligible grantees o MPOs o Local/County Jurisdictions o Transit Agencies o Federal Public Land Agencies o Local/County School Districts

Eligible projects:

o Projects that enhance the cultural, aesthetic, historic, and environmental aspects of the intermodal transportation system.

Requirements:

o A local match of 20 percent of total eligible project costs is required as a cash match.

A TAP award can cover up to 80 percent of the design and construction costs.

o Projects in Maryland must:

Benefit all potential users and allow free use by a broad segment of the public

Maintain a reasonable duration of the intended public use, as determined by

MDOT SHA

Be located on publicly owned right-of-way or on right-of-way encumbered with a permanent easement held by a state agency or the government agency sponsoring or co-sponsoring the project

Comply with ADA, NEPA, and all other applicable state and federal regulations (i.e. pedestrian and bicycle facilities must meet state and federal standards for width, grade, signing, and materials).

Kim Lamphier Bikeways Network Program – MDOT https://www.mdot.maryland.gov/tso/pages/Index.aspx?PageId=28

Background information o The Kim Lamphier Bikeways Network Program is a State-funded reimbursable grant program administered by MDOT, with funding for the program allocated on an annual basis.

o The program supports projects that maximize bicycle access and fill missing links in the state’s bicycle system, focusing on connecting shared-use paths and roads and enhancing last-mile connections to work, school, shopping, and transit.

April 2023 Page 19

Eligible grantees o Maryland local governments o Maryland State Agencies o MPOs o Transit entities operating in Maryland o Non-profit organizations o Federal public lands agencies

Eligible projects:

o Bicycle facility feasibility assessments, design, engineering, and construction

Requirements:

o A minimum 20% local match of total project cost is required. The matching fund contribution can be in the form of cash, an in-kind contribution, or a third party contribution.

o To be eligible for funding, a project must meet at least one of the following:

Access to Transit: Project is located within three miles of a rail transit station (or major bus transit hub)

Missing Links: Project provides or enhances bicycle access along missing trail links

County Priority: Project is identified as a transportation priority in a County’s most recent annual priority letter submitted to MDOT

Sustainable Community: Project enhances bicycle circulation within, or access to, a Maryland Sustainable Community Area

Main Streets: Project enhances bicycle circulation within, or access to, a designated Maryland Main Street

Access to Low Income Area: Project enhances bicycle circulation within, or access to, a Census Tract within which 50% or more of householders have incomes below 60% of area median income

Access to Points of Interest: Project enhances bicyclist access to a major institution or to an important tourist or heritage attraction or to a central business district (as evidenced by land uses)

Recreational Trails Program (RTP) – MDOT SHA https://roads.maryland.gov/mdotsha/pages/Index.aspx?PageId=98

Background information o The RTP provides Federal funds to States (administered by MDOT SHA) to develop and maintain land and water-based recreational trails and trail-related facilities for

April 2023 Page 20 motorized and non-motorized recreational trail uses. Some of these uses include pedestrian, road/mountain biking, equestrian, cross-country skiing, snowmobiling, off-road motorcycling, off-highway vehicle riding, paddle sports, personal watercraft, and motorized boats.

Eligible grantees o State Agencies o Local/County Jurisdictions o Non-profits

Eligible projects:

o Construction of new recreational trails o Trail linkages for recreational trails o Maintenance and restoration of existing recreational trails o Acquisition of easements and property for recreational trails

Requirements:

o Project must comply with all applicable state and federal regulations o A local match of 20% of the total project cost is required. The matching fund contribution can be in the form of cash or an in-kind contribution.

o All RTP projects must be legally and physically accessible to the public o Shovel-ready projects with a complete scope of work and 30% design plans will be more competitive than those that are still in the conceptual phase

Safe Routes to Schools (MDOT SHA) https://roads.maryland.gov/mdotsha/pages/Index.aspx?PageId=735

Background information o Safe Routes to School (SRTS) programs are federally-funded efforts to enable and encourage children to safely access schools by various modes such as walking or bicycling. These funds are administered by MDOT SHA and are available for infrastructure and non-infrastructure projects that benefit elementary and middle school children in grades K-8.

o SRTS projects must be requested through the larger Transportation Alternatives Program (TAP).

Eligible grantees o Local/County Jurisdictions o Local/County School District o Transportation Safety Non-Profits (if applying for safety education projects)

April 2023 Page 21

Eligible projects:

o On- and off-street bicycle/pedestrian improvements o Bicycle/pedestrian crossing improvements o Sidewalk improvements (within two miles of a school) o Public awareness campaigns for press and community leaders

Requirements:

o Project must comply with all applicable state and federal regulations o A local cash match of 20% of the total project cost is required o Funds allocated to this program must benefit elementary and middle school children in grades K-8

Community Legacy Program – Department of Housing and Community Development (DHCD) https://dhcd.maryland.gov/Communities/Pages/programs/CL.aspx

Background information o This program provides local governments and community development organizations with funding for essential projects aimed at strengthening communities through activities such as business retention and attraction, encouraging homeownership, and commercial revitalization.

Eligible grantees o Local governments o Community development organizations

Eligible projects:

o Streetscape improvements o Business retention, expansion, and attraction initiatives o Residential and commercial façade improvement programs

Requirements:

o Projects must be located within an approved Sustainable Community to be eligible for funding. The City of Aberdeen and City of Havre de Grace are both on the approved Sustainable Community list.

April 2023 Page 22

State Funding Programs

Bicycle and Pedestrian Accessibility Funds – MDOT SHA https://roads.maryland.gov/mdotsha/pages/Index.aspx?PageId=707

Background information o MDOT SHA administers Maryland State accessibility funds 33, 79 and 88. These funds address pedestrian and bicyclist safety, connectivity between modes of transportation and the increasing demand for sidewalks and pedestrian paths.

o Fund 33 addresses sidewalk reconstruction for pedestrian access, Fund 79 addresses new sidewalk construction for pedestrian access, and Fund 88 addresses bicycle retrofit (upgrading Maryland highway facilities to accommodate bicycles) and may include on-road facilities or off-road facilities such as shared-use paths.

Fund 79 (New Sidewalk Construction for Pedestrian Access) Requirements:

o Projects must be at locations where no other roadway project is currently planned.

o Projects must be along an urban highway.

o Projects must be requested by the local jurisdiction where the sidewalk would be located.

o The local jurisdiction must agree to the following:

To fund or secure all right-of-way outside of SHA right-of-way.

To provide opportunities for public involvement prior to construction.

To maintain the sidewalk after construction is complete.

o Construction of projects not located within a Priority Funding Area shall be funded equally between SHA and the local jurisdiction.

o Construction of projects located within a Priority Funding Area shall be 75% funded by MDOT SHA and 25% funded by the local jurisdiction.

o If a sidewalk is located in a “Sustainable Community”, construction may be funded entirely by SHA. The City of Aberdeen and City of Havre de Grace are both on the approved Sustainable Community list.

Fund 88 (Bicycle Retrofit) Requirements:

o Considered where no other project is planned o Projects for on-road improvements do not require any funding participation from the local jurisdiction.

o Projects for off-road improvements are subject to the same requirements as the New Sidewalk Construction for Pedestrian Access program (Fund 79)

April 2023 Page 23

Public and Private Grant Opportunities

In addition to federal and state grants, there may be other public and private grant opportunities available to fund bicycle and pedestrian construction projects. A few examples of such programs are listed below and requirements will need to be verified as the project progresses:

The PeopleForBikes Community Grant Program (https://www.peopleforbikes.org/grants) supports bicycle infrastructure projects, such as bike paths, lanes, trails, and bridges.

Funding is available for engineering and design work and construction costs. Applications are accepted from non-profit organizations (with a focus on bicycling, active transportation, or community development), city or county agencies/departments, and from state or federal agencies working locally.

The Robert Wood Johnson Foundation (http://www.rwjf.org) is working to improve the health of all Americans and has previously awarded grants for trail projects.

Local businesses, corporate foundations, and non-profit organizations may offer grants and partnerships through corporate/community foundations, collaborators, and other programs.

Potential Wayfinding and Facility Branding Strategies Cohesive wayfinding signage and an advertising program that provides consistent and informative updates to potential pedestrians and bicyclists could be implemented for the future shared-use path along US 40.

In terms of wayfinding signage, the MDOT SHA Bicycle Policy and Design Guidelines (2015) were consulted since US 40 is a MDOT SHA owned roadway and coordination would be necessary. Signs are required to be offset a minimum of 3’ from the shared-use path and have a 4’-5’ sign height clearance. Additionally, compliance with the Federal Highway Administration Manual on Uniform Traffic Control Devices (MUTCD) would be required. Figure 9 below shows an example of potential wayfinding signage that could be used along the US 40 shared-use path. It should be noted that no official name for the shared-use path has been determined and the below graphic uses “Chesapeake and Susquehanna Trail” as a potential example of branding.

April 2023 Page 24

Figure 9: Examples of Potential US 40 Wayfinding Signage

The shared-use path could also potentially be signed as the East Coast Greenway route in the future.

If this is the case, the below example (Figure 10) of a MUTCD-compliant guide sign taken from the East Coast Greenway Alliance Trail Signage Manual (2016) may be applicable to mark/brand the shared-use path as the East Coast Greenway bicycle and pedestrian route.

Figure 10: MUTCD-Compliant East Coast Greenway Guide Sign

Facility branding and an advertising program that provides clear information to potential users could be a key step in enhancing public support for the shared-use path. Figure 9 uses “Chesapeake and Susquehanna Trail” as a potential example of branding and Figure 11 shows some other examples of branding/signage programs across different types of facilities

April 2023 Page 25

Figure 11: Example Branding/Signage Programs

Opportunities to Guide the Development of the Facility A shared-use path project of this size (approximately five miles) can be developed as one project or incrementally constructed as separate phases and/or through access improvements and roadway overlay projects. If the project is developed incrementally, individual segments should follow the cohesive design of the overall project and should not preclude the construction of other segments.

Logical termini for each segment could be determined at the outset (whether that is intersection-to-intersection or otherwise) and the total construction project could be broken down into more manageable projects from a budgeting perspective.

In some situations, funding for shared-use paths can be leveraged from private developers and not-for-profit organizations and local businesses, as shared-use paths enhance and promote commerce within communities and are economic drivers.

Additionally, as mentioned in the recommendations for future study, to help phase the design and construction, Harford County, Aberdeen, and Havre de Grace could identify "priority" segments for the shared-use path in order to help guide the development of the facility.

Long-Term Maintenance Strategy The local jurisdiction is typically responsible for maintenance of a shared-use path along a state roadway. A memorandum of understanding (MOU) is developed between the local jurisdiction and MDOT SHA which assigns maintenance responsibilities to the local jurisdiction. The TA Program administered by MDOT SHA specifically requires local maintenance of projects funded by the program and Maryland Code § 8-630 states that the local jurisdiction is responsible for maintenance of any facility constructed.

Harford County should hold internal conversations to determine the county department that will be responsible for maintenance of the shared-use path in the project area. These conversations may also be helpful in determining maintenance responsibilities of future shared-use paths in the county.

Department responsibility for maintenance varies across jurisdictions. In some jurisdictions, the Department of Public Works (DPW) or Department of Transportation (DOT) maintains all shared-use paths except those located in a park, which Recreation and Parks maintains. In other locations, DPW, DOT, or Recreation and Parks is responsible for the maintenance of most or all of the shared-use paths in a jurisdiction.

April 2023 Page 26

It is recommended that maintenance funding be programmed in the county operating budget to ensure adequate resources are provided to the department(s) conducting maintenance. Inadequate resources can cause budget strain on the department(s) responsible for maintenance and result in poorly maintained facilities which would impact the user experience and the lifespan of the facility.

Shared-use paths should also be added to the county maintenance plan and/or a shared-use path maintenance plan should be developed.

Trail maintenance and management is important for both user safety and trail preservation and is cost-effective in the long-term. The community will also expect comparable level of service to other public amenities. A “Trail Inspection Template” should be developed to list categories and items to be included once design plans are completed.

A trail maintenance program will assist in the development of a prioritized listing of needs and a process for how the project will be maintained and contracted for corrective actions, when needed.

The purpose of a maintenance program is to provide a state of good repair for the trail by providing planned funding each year for trail maintenance and is also based on annual inspections similar to the County’s Road Resurfacing Program. Incorporating the trail into the County’s Asset Management/GIS system inventory is recommended and may include the following:

Trail length

Trail width

Pavement/surface condition

Date of construction

Constructed pavement/surface structure (from original plans and specifications)

Plans and specifications to be saved in digital format

A windshield survey for other potential maintenance needs (i.e., fences, signing and marking, etc.)

It is understood that normal, regular trail maintenance is contractually obligated to the County;

however, there are times where a trail requires more intensive maintenance items. This program will help avoid deferred maintenance issues. The most common concern for pedestrians and cyclists, for the usability of the trail, is the surface condition. Repairing the surface of paved trails is also the costliest component of trail maintenance. Therefore, the County will need to ensure proper serviceability of the trail and also inventory, assess, prioritize, and correct surface-related maintenance issues. The surface of the paved trail should be maintained/preserved in the same manner as the surface of a paved road. Performing routine and corrective maintenance can significantly extend pavement life, thereby delaying the need for more costly replacement of pavement that has completely failed.