downtown area and connections we can make to the east and that will be the truncation point so over here on the eastern end of the existing underpass we're going to be the terminus of what we're going to cover this evening is not here so i don't know someone else want to give a brief introduction of the c p i i see in the purpose of s matrix of how these different alignments through the central area rank using the priorities that came out of the workshop that we held about a month and a half ago now and then the survey that was posted online and then we'll open it up for discussion so we can hear from you which alternatives you like if you think are matrices is falling into the right place if there are different elements that you think should be weighted a little bit higher than some of the other ones so i guess our start giving an overview of what the purpose of our feasibility study is and then the depth of level of design that we are scope to go through at this point before it moves on to pull him unary design so we are trying to recommend a preferred alternative for a non motorized multi use path around one that will c pack alternatives as our base and then are adding alignments to that here is where there were some extreme difficulties or elements that needed to be overcome with the sea pack on it's we're trying to see if there are alternatives that could still be considered within those trenches that may serve a little bit more context to connectivity maybe be a little bit less remotely removed and increase the safety of the people that we use the path of the people that surround the analysis will cover the feasibility of each of these alignments so we're looking at things like impacts to properties impacts to resources like wetlands and forests and historic structures are working at relative cost at this point and then we will get into fine tuned costs once our concepts are fully completed in the next phase and then we're trying to rate them as i mentioned so taking all of the things that you have told us so far are important to what this path should be and what the different alternatives should be accepted based on where ranking them within that criteria to get down to a single alternative that comes from wall fam to the brain so this is just a quick rendering of the c pack  alignments for anyone that hasn't already been involved with the project they have an option on hold north and south side of the rail in all of the segments through town and then a couple areas with potential connection such as the existing clark street bridge the downtown alignment which spanned from the wall pham connection to as i mentioned the eastern end of the d p w so i just want to mention the couple of alignments that existed just west of where we're going to pick up tonight so you know what is coming into this section so on the north side it was the original c pac alternative to be in the mcqueen would area fully enclosed within that woods woods on both sides of you as we described that would require approximately a twelve to fourteen foot wall for that entire mile plus running line it's a little bit secluded and it's roads have we costly so we came up with an alternative that would not be directly adjacent to pleasantry it would still be set back a little but would run three homes through the d p w property and then pick up with our central alignment segments so the first thing i'm going to talk about we've redefined as c one so it is the central area in the first of segments through that central area so you kind of what he had here so we have a couple of alternatives here that were originally developed by c pack and then two that we have added so there was an original c pack to continue along the rail pass housing authority and parkway homes to cut through the housing authority parking lot run along pierce and then up clark lane and then they had with me again continued along the north side and came over to the snake hill road intersection here so those are the three from c pac we added an alternative to come to the edge of the d p w but then extend south come around the housing authority in clark lane and back to clark street or to come across the housing authority parking lot and then have a structure over the rail to connect to the south side of pleasant and we will go through each of those in more detail so see one is to run along the north side of pleasant street so as i mentioned we are either coming down from the central wooded location or we are already adjacent to the north side of pleasant the two are those basically company at the same point and continue on the north side of pleasantry so this is what a typical could look like they are the existing stone wall little bit of routine space are recommended fourteen foot with and then that would continue to snake hill road so do we keep snake on road essentially where it is and come across it and go all single life intersection raised cross walk and then continue along the south side a pleasant that is one way we could look at that we looked at taking it one step farther and maybe saying well what if we signifies that intersection as a whole because the pedestrian movement comes through here with the signal there are kind of course sight lines from snake the road to that crossing so if we right yes so in this there is a scenario where we would keep snake hill the way it is really we need to truncate to the west of that we would have a wall on this side of our alignment and then we would cross before we interfere with the snake hill alignment but then as i said it is hard to come down this great stock on snake hill and then see a person that as you can see this is basically here in term is to your right or even a little bit over your shoulders so if we realigned snake hill road we can adjust the grade here to reduce it from a twenty percent grade to a twelve percent grade it does require some attention of say kill itself we could allow this driveway that currently comes into the intersection directly to tie into snake hill before meeting the intersection kind of reducing the number of conflicts there and then the path would be able to run it farther and cross right at a combined intersection so that's what we're looking at is coming out of the queen woods or off of the north side of pleasantry as we get into the next option this was also a sea kayak as i mentioned to run along the south side of the rail on the north side of the residents there that are part of the housing authority in the park lane so as you can see here what we've drawn is we've defined this a few times now for you the m b t is requiring at least a fifteen foot offset in a pinch point and a twenty five foot offset for any running like this is a fifteen foot offset plus an eight foot path still hits a house is adjacent to a house is adjacent to the housing authority you the optimal path and what we've defined previously is what we are prefer is a fourteen foot path which accommodates the mix of uses that the path into supports to have runners bikers joggers small children elderly the mix of all of that really lends itself to a minimum fourteen foot path plus two foot shoulders on each side so we're really looking at recommending an eighteen foot path so this is i said has you down to a minimum offset to the right on the end a minimum path with so it's insufficient in what it's accomplishing and it is not really just a pinch point this is over over a four hundred foot one so we would authority parking lot but then exit given down to pearson road and wrong along the streets of pearson road and then clark when so on pearson road this is an image of what the typical hood look like we still maintain our one way traffic and our parking we have the existing sidewalk on the south side of pearson and then we use a little bit of the space the road is currently wider than needs to be so we basically take space from the road and widen it to a north side of pearson and then as we get to clarke lane we are along the back sides of these properties on the south side of this roadway this private driveway so basically there is a fence and we'd be on the other side of the fence at the back and these and this here shows you what that would look like some homes on the north side of clark have some parking right against the front of their houses then there's a two way travel it's a narrow road we would just maintain the with that is there now and then in the it's a little bit bigger than three meters i believe it is a live in feed it is wider at the area where the circle is obviously but then it tapers down to an eleven foot path and continues to run in it's two lanes so each lane is five and a half feet for comparison so this is to get by pearson road this to get by clark lane and then the eastern end of clark lane we looked at the grades there and clark lane is a new one the was there or has been there knows it's pretty steep in its approach to clark street that is actually d so this is what i was saying was one of our alternatives that we've come up with since the path is either encroaching on actual residential structures in c one b or has to go to a narrowed with in the options for c one c we tr to see if there was an alternate route we could take that potentially made a different connection in town maybe maintained its proposed with for a longer section so this is the alternative we would end at the edge of the d p w we could create a small park space here turn and then head south on the western end of the housing authority property to mid winter street and then we would run along midland street this also cannot be quite fourteen feet this is a twelve foot sidewalk so we could fit in a twelve foot sidewalk reduce the with of this road from its twenty two feet to twenty feet as a local road and then put a full regulation sidewalk on the other side because right now the sidewalks on  so there would be a nice connection there to existing recreational uses within town we would continue that all long we really streets all jump back to the smell below so once we come out of the d p w we come down middle and we would continue along  up thomas and back to clark street this way so that is the option to go around the housing authority to the south so on waverly street we could either meet canids two way traffic and  build a wider sidewalk on one side and then accomplishes an eleven foot sidewalk which is again a little bit narrower than our recommended path and is now sharing a space with an existing pedestrian flow or this was an option that came up on our walk of the western and convert waverly street and beech trees to what's called a one way couplet so beach street would run eastbound and waverly street were going westbound and they would each have one direction of traffic flow so this is showing one lane we could widen the sidewalk on one side to be a six foot sidewalk and then we could get our fourteen foot path on the other side  pass this to the next north south street to the west side of the field and then i can't think of the name of that street off the top of my red hair thank you thank you and then from paris back to thomas again it would be one way he's found along the tree to let the possibility there the final alternative we have in the first section is to go around the housing authority in clark lane to the north so we start with the d p w left off we again can build that small park at the edge of the d p w and then we start to ride on structure ole on the parking lot of the housing authority to get to the elevation we need to cross the tracks and then we would come across the rail and land on the south side of pleasant street and continue from there to the clark street bridge so this property if anyone is aware was recently for sale this is my be pretty high so we're showing here this represents the full height it needs to have a twenty two foot six inch clearance over the rail plus i believe we were already a foot or two down so it is quite an elevation as i said it takes the run of this parking lot to make the climb to get to the point that we need to then on the pleasant street side that is already much higher than the rail so there is a very small descent to come down from there back to green room on the north hook the ability to go under the rail takes almost as much effort in gray difference and is sometimes more costly because then we have to put lighting we have to worry about drainage we also find that this if we go to the next image i want to show what it could look like on the south side as we're running along the parking lot of the opposing authority and then once we get to the north side this would require a retaining wall as well so this is a typical section of what you look like on this north side of the rail on the south side of pleasantry this is approximately a sixteen eighteen foot wall and its beginning point and then it would keep her down as you see as we get close to the clark street bridge it keepers from there but we would be on this area adjacent to the existing sidewalk so we would maintain sidewalk on pleasantry have an additional path next to it this entire thing could be fourteen feet but i want to talk about that so with a fifteen foot offset from the rail we can get this in with no parking impacts and maintain our proposed path with this is an image from the side of what it would look like as you start to ascend on the parking area you're now up on the structure we have to ten foot area to put in plantings and the garden would have bought that we think this could actually serve as a noise barrier for the housing authority neighborhood which is one of the reasons we also looked at the overpass versus the underpass it kind of creates that wall so we think it may actually serve as a benefit to the neighborhood there oh yes yes yes it's a little hard to see but you would have at least a six foot high fence or some kind of railing on each side would be on the path but you would have protection from falling over on either side so this is a fifteen foot offset but as i mentioned earlier the length of this is not quite a pinch it's really what we should be considering a run in l if we went to a twenty five foot offset this image shows how we could adjust the parking to maintain the number of spaces that are out there now so there are one hundred eight currently straight spaces unfortunately some of them are not really up to code or what we consider legal spaces they back into the same corner or some of them are in aisles that aren't full aisle with so we would take this in redesign it so it has appropriate aisle with it has a more distinct flow to it so you come in one and come out the other all one way direction except for the stretch which is currently two way as i said we could get the hundred eight faces that exist there today with two minor adjustments to the flaws if you see this line here this is the existing active pavement we would need to three in that out parallel to this row of parking so there'd be that triangular adjustment and then down here we would need to add even more spaces by extending the area that's currently two way ahead parking so that get to the ovaries spaces so that is what we would consider a minor modification to that parking lot in would maintain the number of spaces that exist today  so we've asked them e t a if we are at a point where we are already above the height of the rail then we can get a little bit closer but the problem with this is we are rising along the entire length so you're not at a point where you're above that rail until close to where you need to cross over the rail so it doesn't really make sense to me and are two feet closer to the rail once we get up to a certain height it's easier to have that structure wrong and made what i said yes so it will run it has a series of runs and then flat and level areas so it can run eight percent for a certain length and then it needs to run flat for a little and that's been been that's  we did take a look at what vince was saying we actually can't gain any more spaces because of the geometry of the footprint of this as you see it's kind of shallow in this area so even if we extend the ten feet on her there's not enough room to get another drive while plus another row of parking so it doesn't actually doesn't actually benefit us to try to park under there we end up with the same number of spaces but we did take a look at  yes right so there's the there's the ten foot buffer on this side and that landscape usually requires a ten foot offset to a road which actually exists there today so we are controlling that existing ten foot landscape so  those are the options that carry us to court three so now what happens at clark's three if we're on the north side of or on the south side where do we go so now i want to walk through the elements of what we defined as c two which are all here so look at do we just stay on the north side do we cross clark street do we just stay on the south side so we've got four options here to walk through so if we are on the north side to begin with if we're on c one and and we want to stay on the north side then we just continue great across part three we maintain the existing bridge that's there today it is narrowed with but it makes a connection from the north side of the rail to the south side it would stay intact we would cross you see the existing sidewalk here's another rendering of what that may look like so here's the existing sidewalk we would be behind it or adjacent to it if you will we would need again fencing or some kind of structure to retain our path from the depressed rail area and there's the existing park street bridge that would still cross from the north side to the south side it could be anywhere it provides a little bit more user safety if it's closer to the path but we do have flexibility it needs to be somewhere between our path edge and the rail edge so that our next option is if we're going north to south or south to north i see i just lost someone all right so for at c one a we're on the north side i'm sorry if we are c one eight or c one knee there are two options on the north side they truncate to being old along the south side of pleasantry if we're here and we want to get to the south we need to cross clark street or if we are c one b c one c or c one d and we want to go north we need to cross clark street so the next thing we're going to look at is how do we cross clark street as the path so as soon as we touch this bridge it is not currently at a twenty two foot six inch clearance over the rail lines we need to raise the bridge about five feet we've drawn up an image of what this could look like we could be tane the current elevation of royal road and clark three as they approach here there are two connections from excuse me from the residences here that come out to this area it is well for their access and their van pickup so we would try to maintain a level of that we could add a couple of parking spaces but then this edge of pavement would be about four feet lower so here this is a our bridge being at the twenty two foot six inch clearance over the rail it makes a gradual descent on the north side to pleasant three we except the bull know if you know grade to be made up for on that side but on this side even an eight percent eight percent grade gets us to the poor foot separation so at this point at the edge of the parking lot we would need a wall and there would be a couple steps up to come to cross clark street or as you see as this comes across and then to be begins to me enter into the royal road with the area would talk back upon itself and make a connection over here at grade which actually works well with this parking because you could have a handicapped space in the handicapped person is producing to that connection but that is how we need to make up that four foot difference and it and excuse me maintaining a da acceptable grade through this area and then here is just a very quick picture of what we think a new bridge could look like that tries to maintain some of the character of the existing structure that's there with this angle crossings and this is also pretty reflective of what our structural group has come up with for the anticipation of depth of our structure so we need to be twenty two foot six feet over the rail that's to the bottom of our structure our structure itself will be about a foot and a half thick so it would look something like this we could maintain our fourteen foot path with the cross there so the existing bridge is eight feet if so thank you six feet is not adequate for a multiuse path to come across our absolute minimum is eight but since we're going to reconstruct it with my eyes we'll just go with our recommended fourteen touches it it can maintain its existing elevation and nobody bothers you but as soon as we touch it we need to reconstruct it to come to requirement everything in between is is holding us to little bit i am actually glad you said that so a lot of things that we're pointing out tonight have the ability to be constructed to make connections to improve and enhance the disjointed north south south south north side south side even if the pa not directly go there another example is this middling connection so we are coming along here and we don't want to use been good and waverly hills and instead we go across over to the north side or we stay here on the south side this could still be constructed and instead of what was shown here with a twelve foot sidewalk you could maintain a buffer and maybe make this an eight foot sidewalk so people could still make that connection from town field and beach street center to where since they originally carried vehicular traffic are definitely structurally supported for anything we would need to put in place so we wouldn't need to cut into the embankment much more it would be a building up on top of those existing bottoms so if we are on the south side and we don't cross clark street there are two options for staying on the south side one is to create a short tunnel because under clark street that  the existing abutment so i know that we've previously mentioned being adjacent to the rail inside that existing abutment but with the fifteen foot offset we really can't be inside that abutment so we would have the rail space it may actually be easier for me to talk from this so we would have the rail space we would maintain its existing abutment and then we would cut through over here it would be a separate punched through if you will that would come under clark street so that is one option that's if we're at break here if this path from clark way you came up here they could run at very point under par three and then they would be in that lowered portion of the royal roads would the alternative is to begin to run pretty much right at the western end of this property along the belmont hosing authority we would rise on truck or behind that property and continue cross park street as existing elevation because in this option we don't need to touch this bridge we could keep it at its existing elevation interestingly iran these are numbers two ways this could be a five percent grade if we hold the existing or as you said if we raise clark even though we're not crossing there this would become the eight percent maximum running slope so it would still fit within this area but the slope of it would be a little bit steeper if the bridge is raised alternatively if we were on cork wane this structure w a double switch back to get up to the elevation of cork to come over and then if we are at the core create ovation really retaining walls to get back down to the royal road elevation so those are the options that we have to get right pointers the middle yes so just to clarke and we're heading to downtown so there's three alternatives one is to go on the north side of the rail that's three a one is just south through royal w downtown if you're all familiar with that which is as you coming so as you're coming into downtown right in this location as we come into that area we would be almost angry with the rail so offset and still have our fourteen foot where with landscape up from one side and the actual close proximity to that building we actually see that as a positive because of what possibilities may be had at that happening there and there's a benefit to being at this grade as we head into downtown which we'll see in a little bit when we get that he now if we continue on the south side of the rail from the parks street bridge no nature trail or jogging path or something else to meander to experience of a larger park or or the weapons that are in the area as well we have not had a weapon mapping of that area we have it shown of from g i s right at this location but we know as many of you all know from being on site that those the where there is sort of are mixed in that area so we would need to get  the cross section of that work that would look like we'd be at least five to ten feet of the road itself would be closer to the existing grade with the trailer has some tree buffer with it but it would be right up there near the river road itself that allows more room also for park space so in this illustration we're showing the trail coming in here as you mentioned there be a walkway that would look down to the it's the end of park street here north side so that is one option as we come into downtown it would start on the west side here we've actually shown it me entering a bit to come down a bit angry because some separation from the rail line itself some  elevation separation as well same distance from the ramp gives a nice landing from the steps from downtown and then meander back up to and stay on the existing overpass which is right here so what people coming out from this side can come around and access the trail and vice versa and connections also to downtown and creating some sort of market that we are interact with the downtown  setting this happens to show a little overlook here with some steps to come down on this show is one possibility and this space could be developed in designed in many many different ways but she has to start everyone thinking  where where we are on the west end and where we are in the east and so from looking at the middle west and we really have we have two opportunities we have the path alignment that's on the north side trail and then we have the path alignment that's coming out of the rewards on the east side and then once we look on the east side of belmont center we're either on the north end of the tracks the south end of the tracks or actually on a concrete avenue so there's two options on the on the west side and three options on the on the east side so if you look at the combination of how we're going to get from one side to the other there's really quite a few ways to to get there the first one that half we went through we're going from the north side to the north side and we're we're maintaining our position above i wanted to point out that there are a couple of alternatives where when we're transitioning from the north side of the rail to the south side of the rail we may have to go down to the greed of concord out to provide this this to the roadway looking at curb to curb it's much wider than what needs to be there are two lanes so what this concept here shows is we're actually we're narrowing that area down to fourteen foot wide leads which is much larger than than your typical of your typical traveling and we're using some of this additional space to provide additional sidewalk area and what would be used to accommodate a bike path so if you envision a route that goes from the along concord so that would actually for that crossing we would have to utilize at signalized intersections to get people through that a very busy intersection yes for this crossing to operate safely yes we need to install signal there and for that the volume of petabyte traffic that you would get crossing on this path certainly signal is it would be the safest method just getting back to utilizing some of this extra space underneath this could also provide a connection from the south side to the north in the event that we're coming out of the road woods and coming back up onto a norful line which would loop back around me back up with a of an additional concept that we've looked at is rather than crossing down here at this intersection will be crossing up here at this intersection we have a roundabout concept shown here this is it right so a move on from this life because there are some other options in that area border road once we're utilizing that existing tunnel and we're ending up on the north side we have to widen that tunnel however that tunnel is eight feet so we would have to widen that tunnel to preferably fourteen feet why which we're trying to maintain throughout that the length of the path but that circuit certainly an option where we would utilize that existing tunnel widened it and use it to get on the north side of the room the north side of the rail to avoid that situation where we would come down here utilize that wide sidewalk and loop around so that is another option that's that's why does it involve anything actually level within this area know you don't you actually go underneath and then there's enough lake here to actually just continue the street to match the grade of the existing rail so there's no stairs no switchback required for for this option  back could be human in a number of scenarios if we were transitioning from at the north side of the rail coming down utilizing of the wind and sidewalk here it looping back up to continue on the south side or it would also a comedy the situation where we're coming out of a world road in sydney when along the south side heading up the switchback and continuing along the south side of the rail this switchback would have to occupy the majority of this existing green space to make up the gre difference and to maintain we actually have this dark narrowed down to a ten foot wide width for the for the switch back here so yeah again that would utilize this is it and this is i should point this out this yes so this this is on a switchback would elevate and then we would build a new bridge structure this bridge is historic so we would be avoiding touching this bridge we have an offset from the existing bridge build it be building a new bridge above  right so those are all the options for all the four segments thank you for bearing with us to this point i know there's a lot to comprehend now we're going to start to look at the assessment of the using the elements that came out of it as i mentioned the workshop which was our very first kickoff meeting and then that same material was posted as an online survey so from that we had a couple of items rise to the top in kind of thing to the bottom of what was determined to be the most important in how we rein the different that we have as options the most important two things from that survey were community connections and high quality recreation or ability to use the past for a high quality recreational purpose  so important items were pocket parks indoor runs as you know as we are trying to still build pocket parks because we think they enhanced that recreational use they're kind of tied to each other but that is kind of how things went and then it was almost a complete tie among the other things that we were asking questions about environmental resource impacts having to do with wet ones forests historical structures and pacts whether it's residential ownership or private private commercial ownership what the you know with of the path could be as far as the design of it and where it's located as far is connection and we're both this and that of ties into the social little bit too so we've developed for an initial matrix we will develop these in more detail with more sub parts by our december seventh meeting but initially we're just looking at five categories accessing connect environmental impacts property impacts how secure or the level of comfort of the users on the path and its relative cost so we have not put dollars to these different alignments yet but we can kind of compare this we're going to need a lot of structures this backwards so interestingly as as that rose to the top of the sea packet it was basically deemed that we want this path to be offered to the extent possible because that it hands of the safety for the users we've also now come up with alternatives where you're in the middle of the woods and not everybody considers that a safe place to be if you're a parent or a single woman or except or a tunnels an underpass the same kind of feel so we are still trying to carry that sense of security safety comfort level character but we are looking at it from more angles now i think so we're not just looking at being on road is on safe and off road i say that there are variations of on road safety and variations of score at the end of a row is the winner so we're not playing golf here we're playing i want to be the top i want to be the highest number however we even went in just this one category lower than a one if there is an impact to a residential roger if we would either need to relocate that residence or buy that property out in its entirety we have given that is zero being on a private residential or private commercial property is a one if we are directly adjacent to and maybe just need a small easement to build the construction but then ultimately on that property that's the two and then if there's no impact if we are not within the right away of any private property that's a three and then a sense of security is the other one that we kind of want to outline a couple of examples for to help you understand our mindset of what we've run through initially and then as we start the conversation you can let us know if you think we need  manipulate that so for example if the path is in a remote location and would be difficult to get to by fire and safety we consider that to not really be a safe location for the past for the users on it and it's more difficult for the fire and safety department so we're giving them the lowest rating that's a one if the path is running directly adjacent to or needs to cross roadways we've given that intermediate a two and if the path is entirely off the road but not in a distant or remote location that's your ideal that's your ideal place to our the people comfortable enough to go out there and use it are we in a point where we're remote enough or disconnected enough where you're going to decrease your user user ability to utilize the utilization some of these are the elements that we're starting to use the rank them so i just want to walk through the different for alternatives and i'll do this pretty briefly so you can see how we were in three different elements c one b which ran on the south side of the tracks on the north side hit a couple of those residential structures being the there were two that seemed to have a relatively high cost one was if we hit those structures now is the cost of do we rebuild those houses do we buy those properties we don't know what the cost could be but it's high and then the other one that has the highest cost is if we do the fly over if we come along with the p w n b a h a parking lot and then go over that is a large retained structure that is a bridge that is another route retained area so that is our of the most costly so you'll see those of the lowest scores in the cost column trying to look for other ones ok also being on the south side of the tracks in the north side of the residences have leased connectivity you can't get over here unless you are this property owner but if you live in these neighborhoods you can't just cut through these people's yards to get to the past we've found that with the have always connectivity so if you kind of look at see one the highest ranking one seems to be coming across the d p w on the south side and then making the transition to the north side be on that property affecting the van access the parking lot of that residence so that has our biggest impact if we go on the south side and we cross we are still on that property we rise up with switchback structures but we're still impacting that residential property not to the point that we're taking their building but we are on their property in our entire sense of security in comfort we  underpass tunnel under clark street has the least sense of security or least comfort level for users and then as far as costs go obviously reviewing the bridge has a big structural cost if we go under south now that's a tunnel that also has a decent cost to it so in this area we had two that rose to the top which are staying on the north side of the rail so if we are up on the south side of pleasant just continuing along the north side or the alternative is to cross clark street those are both roads to have the same same grating through this area so neither of the south side options now as we continue through either the north side by the police station in the white house but in the municipal light building or the south side in an adjacent to the route towards the north signing wasn't terrible in any area and up with an eleven being in the royal road woods itself has the most environmental impact it has impacts to a wooded area it also has impacts to wetlands to the extent that we still need the term due to that and this could now have an extensive boardwalk so we consider that one to be the most costly so that one is kind of fall into the bottom although from a user perspective we think that would be a nice place to be that's an  area and then if we pull it off along the royal road c three b we come up out of the woods we run along the road so we have less impacts to both the forested area in the ones that one actually comes out with the highlands it has increased access it has less environmental impacts it has no property impacts it has a good sense of security i could go back to the typical but as kathleen mentioned we are ten to fifteen feet off the road still so you're not in the road you're not on a sidewalk you are separated from the road but want to be parallel to it in then there's not very much cost there because we're practically a grade  oh yes so i want to point out at this point i want to point out this point access to connectivity deals with what can you access and connect to along the length of this but it did not look at ok but what was the preferred here and what is the preferred here so as we advance the matrix that's a right right and so at its end points each one of these categories as we continue to advance this matrix will have subcategories and one of the subcategories are going to do weston next in which reese and connection and what's the feasibility of being at that location at that point this becomes even more important as we get into the force because the entire downtown area we showed you has a riddled amount of possibilities but where's it coming from and where is it going to and they that those are the decisions that are going to start to drive what needs to happen here but i'll just walk you through the evaluation we did for the sea floor area anyway so lowest ranking things in the sense of security so north to south the b c so this is having to cross concord ave so if we are north side we come under the underpass on a wide and sidewalk and then we need to cross concord ave either at the signalized or we cross at the roundabout and then come under those road crossings we think have a less safety feel from the user perspective from a relative cost the switchback is our biggest structure it's our biggest cost the parking could also be a little bit costly but if you noticed we tried to design that park so it could go with any of these alternatives so we've kind of removed the park element from what we're considering in the relative cost it kind of is its own entity in it could be added or subtracted from any of the alternatives so these were we were coming from the north north to north north to south and north the south with  that gets you from a c three a to e you want to say one b and e one c is we continue east on now we're going to switch to what happens if we start on the south side if we start on the south side and we need to traverse the downtown area we can either say south to south which has this quick connection across concord ave it's that signalised intersection again it has our lowest sense of comfort from a user perspective but it's an inexpensive alternative i will point out we need the state to not have three for connectivity because we feel like that kind of only connects you to the neighborhoods on the south side it doesn't really get you to a businesses on the north side we haven't widen the sidewalks in the underpass so that's kind of the reasoning for the two they're not the three if we go from the south side in the roads woods to being on the south side of the rail that requires a switch back again that's a costly structure it doesn't make much of a connection it has some  impacts to open spaces to him pointed out now if we go south to north we have two options we either use the concord out of underpass so we come along the south we widen the sidewalk in the existing con underpass we connect to the park on the north side and then continue east along the north side rail that option ranks pretty high because it has great connectivity to both the south in north side it has no environmental impacts no property and packs a pretty good sense of security we are adjacent to the road but we're not crossing the road and its cost is not that extreme  we're not sure if it was yes but we've widened the sidewalk to a twenty foot with so our recommended path was fourteen we have the fourteen plus your generic six foot sidewalk so we have more than adequate space there for the people that are already walking there making their connections as well as our recommended path with their not there were about ten each there are about ten each and then you lose some of the usability of that where the clearance comes down so you feel like you're maybe on a narrow sidewalk so if you figure maybe a two to three foot shy area we still have an eighteen foot usable sidewalk under there and what we're recommending and then the final option is to go south to north by widening the existing station underpass and that comes up through the north side via that sloped access and comes to the north side of the rail so of these the highest was south to north using the concord out where we don't actually cross concord out but we make that connection so i just kind of looking at each of them combined to see one had the greatest school or if we go along the beach a parking lot and then cross over to the south side pleasant se had two things that had the same if we stay on the north side of the rail along the south side of pleasant or if we crossed clark street bridge north to south or south to north worry the one that rose to the top using our current matrix is to be offset from royal road so we are somewhat incorporated into that royal road area we could create the picnic area in the woods but we are hugging somewhat close to that royal road and then see for again had two options that rose staying north to north course switching south to north  we are putting a little bit of traffic coming to that we would potentially be signalize one it were both sides so we're going to be controlling the traffic movements vincent also love that option  starts here it comes under on this twenty foot half black sidewalk and then a sense here you go see here we do not cross concord we do not need to interact with any of these vehicles the only thing that this has all right so i want to just point now if you start to lower this then you are what we're what we're rain currently is the most feasible would be you starting on the north and staying on the north or the tunnel ole was with i know south to north in the underpass has a pretty high cost that's the only thing the trading at lower but it is very close it is very close we're winding it we're shortening it and then we have to we have to then build the ramp that gets back up to the north side of the you're talking about the existing station underpass let's point out the comfort of time yes the station underpass the so it has a recommended clearance for the user of ten feet but a minimum of eight and that tunnel does currently meet the would be at that he put clearance eight foot vertical clearance me we are making it are fourteen foot with at a minimum on what we do you know further i mean i suppose that is an option right so it's already been borne out through that area so hard so we do want to go into a discussion of two things one of this is kind of gonna come back up on our just seven seven december seventh meeting as a hot topic of as we define this path we started to hear that there is some interest in having a designated bike space versus just a pure shared which is what continues past bright street towards alewife in the minuteman so we want to know if you continue to reflect that preference this does fit within the fourteen with we've been saying is our recommended if we wanted to go wider than fourteen we were considering in the areas where it can fit as kathleen showed in the royal road woods area do we additionally want kind of a quiet path an area for walking in nature seeing birdwatching any of those types of activities that may even come off of the designated by and shared use path into more of like a quiet space so we've heard preference for both of these over a purely shared we just want to know if that opinion is continuing to be mimicked general because i see a couple of heads nodding nobody saying no or yelling at me  everybody is mixed in this other way if we do the separation then you have an area for cyclists or high speed if you will high speed moving users and then you have any area for more of a slow speed almost takes it instead of just right and that's what we're starting shows like in the rose woods we did this in other areas we could fit this in our fourteen areas where we have to go to an eleven foot pinch or any opinion we've got to do this but we'll try to accommodate this in areas where it's possible where i don't see why it's so sound like we are mimicking that and then the second thing we want to talk about is i just want to before we get to that is there anything in the matrix  think link there's another thing that needs to be a subcategory within this we're lacking access but for what like so if we are as we are in the western area of here if we are in this wooded area it's limited access and it's over a mile if we're here it's limited access but it's maybe six hundred to eight hundred feet so yes that well that's a very good point because that is a good sort of category with as well as under impacts so this impact is residential properties private properties existing travel waves those fall under impacts as well so kind of a little bit under the old cost kind of a little bit under that impact items under ten do we start to want to drop alternatives that don't even achieve attend with this rudimentary ranking so being on the south side of the tracks on the north side of people's properties is less than here all fine and they are all fine but do we start to feel like maybe at least those two options should drop entirely from what we put full dollar costs so i hear a lot of was this something i think this developed this developed because of the m b t offs that we thought we could be inside the apartment we actually have to tunnel behind me about whether this was a development of this existing feasibility study so we could kill that  we kind of said we don't want to eliminate any reuse and these really haven't dropped but as we wait these a little bit higher and relative cost a little bit lower we'll see if any of those additional options  is over one hundred miles continue to advance park features and connections we've shown a series of access points where we think we can make connections coming down the midwinter town feel the need street center the car in hansing the park street crossing i'm trying to think of another one we add in that wasn't there before i mean kind of through the series you have a little bit of a connection point on the western and we showed a couple more connections are there any more points through this segment that we discussed tonight where you yes if we are entirely up here then you would still need to get to the cl three options that will start next wednesday's meeting are we on the north side of the tracks coming past the banking continuing towards the area owned by the most citizens form are we on the south side of the tracks running along the north side of these properties into the high school campus or do we come along concrete evidence so we have great options to show you there and then all the intricacies intricacies of getting to underwood hidden in her brain and our crossings there to get to the existing path from the east recorded so if you want to access this or if you know anyone that wasn't able to attend the night that you think would appreciate the knowledge of this information they can go to www dot media dot word and find this you can go to the feasibility studies website and find the powerpoint without the full two hour video our next meeting is next wednesday at the middle school for seven o'clock same time is this meeting and then the following meeting will be after the thanksgiving break on december seventh and we'll start to talk about hot topics that have arisen from the last meeting this meeting in next week's meeting our community half walks have completed thank you to everyone that came out to those they were extremely