Mohawk Hudson Bike Hike Trail Alignment Alternatives
The slideshows below display the Alternative Options that have been developed for the Watervliet section of the Mohawk Hudson Bike Hike Trail. Read the description of each option and use the navigation buttons on the slideshows to help visualize the trail options.
With trail facilities, the cost of a trail and user comfort levels are linked. For instance, Option 1 is projected to be the least expensive option, but trail users would share the road with motorized traffic. Option 4 is projected to be the most expensive option, but trail users would be completely separated from motorized traffic. Keep this in mind when reviewing the options, and provide your input regarding the four alignment alternatives on the Public Involvement Page.
With trail facilities, the cost of a trail and user comfort levels are linked. For instance, Option 1 is projected to be the least expensive option, but trail users would share the road with motorized traffic. Option 4 is projected to be the most expensive option, but trail users would be completely separated from motorized traffic. Keep this in mind when reviewing the options, and provide your input regarding the four alignment alternatives on the Public Involvement Page.
Option 1: On Road Alternative
The On-Road alternative will provide bicycle lanes along Broadway, from the intersection of NYS Route 32, north to 20th Street. In front of the Watervliet Arsenal, a parking lane is provided but not necessary. In this section, the parking lane will be removed to provide buffered bike lanes, with a 3 foot separation between the bike lane and the travel lanes. Beyond the Watervliet Arsenal, the cross section will return to bike lanes, travel lanes, and a parking lane. At 20th Street, Broadway becomes too narrow to provide bicycle lanes. Shared lane markings are proposed on Broadway to 25th Street. Bicycle lanes will be provided on 23rd Street, through the intersections with I-787, to provide a connection to Hudson Shores Park. This is the most cost effective option, but some trail users may be uncomfortable sharing the road with motorized traffic. See graphics below for additional details of Option 1.
The On-Road alternative will provide bicycle lanes along Broadway, from the intersection of NYS Route 32, north to 20th Street. In front of the Watervliet Arsenal, a parking lane is provided but not necessary. In this section, the parking lane will be removed to provide buffered bike lanes, with a 3 foot separation between the bike lane and the travel lanes. Beyond the Watervliet Arsenal, the cross section will return to bike lanes, travel lanes, and a parking lane. At 20th Street, Broadway becomes too narrow to provide bicycle lanes. Shared lane markings are proposed on Broadway to 25th Street. Bicycle lanes will be provided on 23rd Street, through the intersections with I-787, to provide a connection to Hudson Shores Park. This is the most cost effective option, but some trail users may be uncomfortable sharing the road with motorized traffic. See graphics below for additional details of Option 1.
Option 2: Cycle Track Alternative
The Cycle Track alternative will provide a two-way cycle track on the east side of Broadway, from the intersection of NYS Route 32, north to 20th Street. The proposed cross section will allow for parking to be maintained the length of Broadway to 20th Street. In areas where parking is not required, this extra roadway width can be allocated to a western shoulder and wider travel lanes. At 20th Street, either shared lane markings on Broadway or a shared use path along the I-787 right-of-way will provide access to 23rd Street, and Hudson Shores Park. This options balances cost concerns while providing an increased level of separation between motorized and non-motorized traffic, improving the trail user experience. See graphics below for additional details of Option 2.
The Cycle Track alternative will provide a two-way cycle track on the east side of Broadway, from the intersection of NYS Route 32, north to 20th Street. The proposed cross section will allow for parking to be maintained the length of Broadway to 20th Street. In areas where parking is not required, this extra roadway width can be allocated to a western shoulder and wider travel lanes. At 20th Street, either shared lane markings on Broadway or a shared use path along the I-787 right-of-way will provide access to 23rd Street, and Hudson Shores Park. This options balances cost concerns while providing an increased level of separation between motorized and non-motorized traffic, improving the trail user experience. See graphics below for additional details of Option 2.
Option 3: Shared Use Path along the East Side of Broadway
The side path alternative will provide an 8 foot shared use path on the east side of Broadway, from the intersection of 6th Street, north to 20th Street. Some grading and tree removal will be required and additional screening will needed along the I-787 right-of-way. In some locations, the ROW fence will need to be relocated and a retaining wall may be needed. Alternatively, the curb could be moved west, but this would require extensions to the existing drainage structures. At 20th Street, a shared use path along the I-787 right-of-way will provide access to 23rd Street, and Hudson Shores Park. This option is more expensive than the previous two options, but offers a high level of separation between motorized traffic and trail users. See graphics below for additional details of Option 3.
The side path alternative will provide an 8 foot shared use path on the east side of Broadway, from the intersection of 6th Street, north to 20th Street. Some grading and tree removal will be required and additional screening will needed along the I-787 right-of-way. In some locations, the ROW fence will need to be relocated and a retaining wall may be needed. Alternatively, the curb could be moved west, but this would require extensions to the existing drainage structures. At 20th Street, a shared use path along the I-787 right-of-way will provide access to 23rd Street, and Hudson Shores Park. This option is more expensive than the previous two options, but offers a high level of separation between motorized traffic and trail users. See graphics below for additional details of Option 3.
Option 4: Shared Use Path along West Bank of Hudson River
The river alternative is an extension of the existing Mohawk Hudson Bike Hike Trail, north along the Hudson River. This 10 foot wide asphalt trail will be located to the east of I-787 along the shores of the Hudson River. There is only a small portion of slopped land between the highway and the river in the City of Watervliet until Hudson Shores Park. This ranges from approximately 15 feet of land to 85 feet of land from the edge of I-787. For a significant portion of this section of the MHBHT, only grading and paving will be required. For approximately 1600 feet of the shoreline, a bulkhead or pier system will need to be installed. When significant reconstruction of I-787 takes place in future years, the river alternative will become easier and more cost effective to construct. This is the most expensive option, but would result in a trail that is completely separated from motorized traffic. See graphics below for additional details of Option 4.
The river alternative is an extension of the existing Mohawk Hudson Bike Hike Trail, north along the Hudson River. This 10 foot wide asphalt trail will be located to the east of I-787 along the shores of the Hudson River. There is only a small portion of slopped land between the highway and the river in the City of Watervliet until Hudson Shores Park. This ranges from approximately 15 feet of land to 85 feet of land from the edge of I-787. For a significant portion of this section of the MHBHT, only grading and paving will be required. For approximately 1600 feet of the shoreline, a bulkhead or pier system will need to be installed. When significant reconstruction of I-787 takes place in future years, the river alternative will become easier and more cost effective to construct. This is the most expensive option, but would result in a trail that is completely separated from motorized traffic. See graphics below for additional details of Option 4.