Ayer Road Project Q & A | Town of Harvard MA

This page is set up to answer specific public questions related to the Ayer Road Reconstruction Project. We will continue to add to the Q&A throughout the project timeline. If you have a question that you would like answered on this page, please submit your question (or comment) to AyerRoadProject@harvard.ma.us and if not a repeat, we will post it. Questions fielded during the Monday, June 22nd Zoom Webinar have also been added below. If there is no answer from a specific question listed, that means that it was answered verbally at the meeting and you can listen to the recording at the link below. Answers are primarily from the Town's consulting engineer The Engineering Company or TEC. Some answers also from Town staff.

The Harvard Planning Board conducted a follow up listening session with the public on Thursday, December 17th at 7:00 pm as a Zoom Webinar. You can view this webinar in full HERE. Please contact Chris Ryan at 978.456.4100 x.323 or cryan@harvard.ma.us or ayerroadproject@harvard.ma.us if you have any questions.

**Link to June 22 Webinar Recording --> Here

**Link to December 17 Webinar Recording --> Here

**Last Update to List of Questions/Answers: DECEMBER 8, 2020

Questions/Comments/Answers Below

December 8, 2020

Related to the question of whether a roundabout located at Ayer Road and Gebo Lane meets the warrants, Ann Sullivan from MassDOT and Boston Traffic utilized an analytical tool called SPICE that ran the intersection through the calculations intended to determine meeting such warrant thresholds. Her response is below. The Town has the Excel spreadsheets of these calculations and rather than post them here without explanation narrative, they can be obtained by emailing Chris Ryan at cryan@harvard.ma.us.

Sullivan Response: Boston Traffic looked through TEC’s SPICE and ICE analyses and also forwarded the analyses to the design firm that created the tools for their review. Generally, the analysis shows that the difference in life-cycle costs between stop-control and roundabout are very close The District recommends you move forward with the stop control option for a number of reasons, primarily related to ROW impacts, cost and permitting challenges. Boston Traffic has also indicated they would support this alternative.

October 15, 2020

Comment [Raffa and Cunningham] We are Federico Raffa and Melisa Cunningham and own the property at 313 Ayer Road. It took us some time to write about the new Ayer roadproject because of the emotional impact it has on our family. In the July meeting, the impact on the residents of Ayerroad was intentionally downplayed and kept vague. As presented, the plan is aclear threat to the quality of life of our family as well as to the value of our property. Realizing that the town would consider taking such steps was very upsetting.Depending on the final version of the project, it is possible that I wouldexplore legal ways to prevent its execution.
Building a bike lane on the West side of Ayer Road wouldmove back my front yard line from a maximum of 5’ + 10’ +3’ (buffer + bike lane+ road widening) = 18’ to a minimum of 3’ + 8’ = 11’. This means that theminimum distance of my house to the public road would go down from the currentvalue of 31’ to a shocking 13’ to 20’. Also consider that my house is an oldfarm house and runs parallel to the road. No Parts of my house would be farfrom the public traffic. I talked to neighbors on the West side of Ayer roadand while none is as impacted as me, they are also shocked by the prospect oflosing 11’ to 18’ of their property. Besides the obvious loss of front land and of property value,also the idea of widening the road seems a bad one to me and to the neighbors Italked to, as we don’t want more semi-trailers on this road. I urge you to consider shifting the road east, (one of your options included this) where thereare fewer residential properties. Moving the road East, not widening the roadand limiting the size of a bike lane to a minimum in the residential area wouldallow claiming only a few feet from the many residential properties on the Westside. A creative solution could also be explored, where the road is expandedtoward the east side only on segments where there are residences adjacent tothe road on the West side. In summary, I urge you to:

Limit the width of the final project (road +bike lane) and move the road further East so that a maximum of 4 - 4½ feet areclaimed from the front yards and driveways of the west side houses closest tothe road.
Consider a large number of zebra crossing, toallow safe pedestrians and bicycle crossing and create the feeling of a neighborhoodand not of a highway.

TEC Response: Mr. Raffa and Ms. Cunningham, thank You for your comments. The shared use path is proposed to be 10’ wide, which is the minimum width to allow bicycles and pedestrians to travel in both directions along the path. The path is proposed to be completely inside the Town right of way in this area and not located on private property. While property owners typically maintain up to the edge of roadway, there is an approximate 10’-foot area beyond the edge of roadway that is part of the Town right of way and was reserved for construction, maintenance, and line of sight.

The addition of shoulders to Ayer Road is not anticipated to directly correlate to an increase in vehicle speeds or increased truck traffic, but is expected to have a positive impact on vehicle safety within the project area. Because we are requesting MassDOT funding for the proposed improvements, the roadway needs to meet their guidelines for roadway width, lane width, shoulder width, and pedestrian/bicycle accommodation. Also, Ayer Road is an Urban Principal Arterial and listed as part of the National Highway System, so trucks may not be excluded from travel along this roadway.

Recognizing that some residences are located closer to the right of way than others, consideration will be given to reducing the grass buffer width for a short distance at those locations, subject to MassDOT approval. In this specific location we are also reviewing the potential to shift Ayer Road slightly to the east while still keeping the roadway within the existing Town right of way. We are looking at areas where we can place additional cross walks to cross the Ayer Road corridor. An engineering study will be done for each crosswalk location to evaluate sight distance based on the design speed of the roadway. If a crosswalk can be installed safely at an intersecting street, TEC will make a recommendation to the Town and MassDOT.

September 18. 2020

Comment: [Joshua Iverson] Can we make it [Ayer Road] like Mass ave in west acton? This has lights and two pedestrian cross walks. It would allow people to cross the street from both sides of the mostly residential areas. Plus provide easy customer walking for the mixed shopping areas by connecting bowling alley, dunkin, and post office. Kids are historically walking from soccer fields on Lancaster county road to Dunkin—a roundabout will not work for this area.

September 11, 2020

Comment: [Pam Lawson] The commercial district ends before the Ayer town line, at the north edge of Doe Orchards. The neighborhood from there to All Town is already significantly affected by traffic just passing through . The speed limit is 35 MPH. How much of the traffic is traveling at a higher speed? Most of it. The town government seems to feel the cost of having this road "paved" is worth the price this neighborhood will pay. I disagree.

Comment: [Cathy Corning] I live on Prospect Hill Rd in Harvard and often riding my bike on Ayer Rd between Old Mill Rd and Old Shirley Rd. I have seen some hysterical ranting on Next Door Harvard regarding the Ayer Rd Project. I am completely in favor of the proposals to repave this roadway, and make necessary safety improvements in the vicinity of the Post Office and Poor Farm Rd. Improving a roadway does not cause more trucks to drive on it. Improving a truck stop (Alltown in Ayer) does not cause trucks from all over New England to detour and flood the area with truck traffic. Ayer Rd is a legitimate truck route from Devens and Ayer to access Route 2, and it always will be trafficked by trucks. Please do proceed with the project, it is desperately needed and will result in cost savings to the town. Currently our faithful DPW is forced (at taxpayer expense) to patch and repair this roadway constantly; repaving would allow DPW to focus on other projects. The entire Ayer Rd Project will also result in safety improvements to the benefit of all. Thanks for the opportunity to be heard, and thank you for your work on this project.

Q: We’ve lived on Old Mill for 25 years. I used to be an avid and competitive cyclist. When they first built the “bike path” from Lancaster Cty/Blanchard to Depot, it was a no brainer for me to use it going back and forth to Still River rd and out west, for the neighborhood kids to use it for riding safely to baseball, Soccer, crew practices, INSTEAD OF RIDING OVER RT 2 or even crossing Poor Farm. The condition has not been rideable on a road bike for several years now. Three years ago I inquired to several committees and someone said “join Conservation Trust and be heard.” Yeah, right. It was clear to me the responsibility for upkeep and decision making is lacking. So it goes downhill more and more each year. It was originally constructed as part of an easement requirement for a developer building at the end of Lancaster Cty rd. When I brought up the condition, someone filled downhill ruts with very large gravel, like chunks of it. That doesn’t work with many kind of bike tires, especially now with very deep ruts. I prefer riding on the grass to that tire shredding, balance- and tire-grip challenging surface. I won’t even take my cyclocross bike on it, or I’ll plan to dismount before those unsafe areas as I do with the road bike (not an easy feat with clipless pedal cleats). IMO there should be crosswalks from Poor Farm and S Shaker, and the bike path should head up Lancaster Cty and then continue on the existing trail. So I’m not clear what the point of the bike path is beyond Lancaster Cty rd if it can’t include a protected path over route 2. Dunkin donuts? Well have a cross walk there too, which leads to a path behind PO then user can go up to Depot trail to center of town or up the bike path toward Ayer. That means shortening the bike path construction BUT rehabbing the existing bike path which ties north harvard recreation fields to center of town.

TEC Response: The scope of work for the Ayer Road project approved for funding by MassDOT includes bicycle and pedestrian improvements along Ayer Road from the driveway at 198-200 Ayer Road (Dunkin Donuts) to the Harvard/Ayer Town Line.   Crosswalks with traffic control are proposed at both ends of the project. We are also reviewing the feasibility of providing additional crossings along Ayer Road if it is safe to do so. This will be determined through an engineering study. Unfortunately rehabbing the existing bike path is outside the scope of work for this project. It may be possible to seek funding through a grant to repair the existing bike path.

Q: [Susan Sparks] I believe we really need crosswalks at South Shaker Road and the other nearby roads. These crosswalks need those lights that flash yellow to get the attention of traffic.

TEC Response: Crosswalks with traffic control are proposed at both ends of the project. We are also reviewing the feasibility of providing additional crossings along Ayer Road if it is safe to do so. This will be determined through an engineering study.

Q: [Joshua Iverson] I remember when Talbots and Aston Chipman (when they were at Bromfield were in a serious accident) it was off Ayer road and super scary. My son runs xc down poor farm and crosses To Lancaster country road and the track. I’m amazed by how busy this side of town has become. It’s a shortcut for large trucks and I think we need to discourage drivers by imposing a 30 Mph limit and a small neighborhood single lane roundabout, small enough to make trucks go elsewhere and slow down commuter cut throughs, or a stop light. I’d love to see the district become more attractive and inviting for families and even shoppers but not a thoroughfare for large trucks and commuters.

TEC Response: Ayer Road is an Urban Principal Arterial and listed as part of the National Highway System so trucks are permitted to travel along this roadway.   TEC is reviewing whether a roundabout is a feasible alternative at the intersection of Gebo Lane and Ayer Road, as requested of the Harvard Select Board and MassDOT.   Once the roundabout assessment is complete, we expect that MassDOT will review and provide direction whether to include or exclude a roundabout in the design. However if warranted the proposed roundabout would need to be large enough to accommodate trucks travelling along Ayer Road.

Q: [Ben Myers] Please explain the rationale for the closing off access between Lancaster County Road and Ayer Road, as shown in Alternatives 1 and 3.Not a question but a comment. It is a good idea to realign Poor Farm Road and Gebo Lane to provide easier access onto Ayer Road.

TEC Response: Lancaster Road intersects Ayer Road at anacuteangle, however the alignment could not be fixed without replacing the bridge it travels over.   The skewed alignment in combination with the close proximity of Poor Farm Road creates opportunity for conflicting vehicular movements. Closing off Lancaster County Road and realigning Gebo Lane creates a safer intersection for vehicles to access Ayer Road andwith the added advantage of providing space for the proposed shared use path.

Q: [Ellen Leicher] Overall, it sounds like we are creating a racetrack for trucks. I am a bicyclist and there is no way I would ever bicycle on this road, let alone walk or run on it. Speed limits are not followed and without a way to slow (roundabout) or stop (stop light) the traffic, this will be a hazardous road for all that use it. I already find going to the post office from the south and making the left hand turn in to be hazardous by the volume of cars, their speed and overall distraction of drivers. From what I can see, this is a rushed project that needs significant resident input and the town and state need to listen to the concerns before it moves any further. Safety should be the utmost focus.

TEC Response: The shared use path will be separated from the roadway by a 3’-5’ wide buffer. This is a requirement from MassDOT for roadways with speed limits equal to or greater than 40 MPH or with traffic volumes greater than 10,000 vehicles per day. TEC is reviewing whether a roundabout is a feasible alternative at the intersection of Gebo Lane and Ayer Road, as requestedby the Harvard Select Board and MassDOT. Engineering studies show that a traffic signal is not warranted on Ayer Road. The project is currentlyat the 10% design stage. The public information meeting was held on June 22, 2020 to present the project, answer questions, and gather community feedback. Another required public meeting will be held at the 25% design stage. Additional meetings could be held at the request of the Town.

Q: [Cindy Russo] I am extremely disappointed to learn that the Ayer Road project has not been expanded to include the area the entire length of the roadway to the state highway line. As you know, at the June public meeting it was reported that the project was defined by the length of the town roadway. I immediately called into the meeting because I knew that the town roadway does not end where the project is to be ended. The town roadway continues past Dunkin Donuts towards the bridge. The day after the meeting I provided documentation to establish this fact. I am happy to provide this documentation again if asked. There is no excuse for excluding this important section of the road from this project. The intention was to include the entire town road and that should be done. I honestly don’t understand how the town and its engineers could not know the location of the town roadway, but if an error was made it should be corrected before this project proceeds. The Select Board is responsible for the scope of this project and should get involved to make sure that it is done properly and completely.

TEC Response: The scope of work for the Ayer Road project approved for funding by MassDOT includes bicycle and pedestrian improvements along Ayer Road from the driveway at 198-200 Ayer Road (Dunkin Donuts) to the Harvard/Ayer Town Line.   Crosswalks with traffic control are proposed at both ends of the project. At the southerly limit the proposed SUP ends at the existing driveway, where we are providing a crosswalk to access the existing sidewalk infrastructure within the development across the street We are still in the 25% design phase and are considering all public comments and questions for inclusion into the 25% design, including extending the SUP south along Ayer Road if feasible.

Q: [Bob O'Shea] ...had a question about why water and sewer connections to Ayer Road development can't be at least provided with dry connections since the town is working to bring it to the area very soon.

Staff Response: I think it is a good question. I do think the design should consider this if there was one or a few proposed lateral connection locations based on proposed water/sewer routes. However, while specific locations have been considered in the past, there are no concrete plans for any extension. The Ayer Road Vision Plan project, if it can be timed right, could inform with more specificity and hopefully that can occur soon enough so that the roadway plans can be modified to include them.

September 2, 2020

Q: I have not seen the most recent plans, but I do have some concerns. I have heard mention of a roundabout. I would be very opposed to that. I do not see how that would benefit traffic flow. And what I know about [them], is that they seem to cause more traffic accidents, than the original roads . This seems like a lot of money to cause a disaster. Another concern I have is closing off the end of Lancaster County Road. Again, I fail to see any benefit in this, only increased motor vehicle collisions. There are no houses or offices buildings on Gebo Lane, yet there are many going down Lancaster County Road. Gebo enters Ayer Road at a very sharp angle. The visibility of Ayer Road Traffic as one enters is extremely poor. Lancaster County road , on the other hand - enters Ayer road t a much more perpendicular angle, and it is much easier to see oncoming traffic, as well as that coming from Poor Farm. I should think that anyone who has ever entered Ayer Road from either of these two side roads would understand this. Bike/Walking Path? I am not sure where this would be - , the roads it would cross or the benefit to this short path. Trucks on Ayer Road - as others have pointed out - this is a state highway - I expect trucks on this road, and don’t see this as a problem, or that they can be deterred.

TEC Response: TEC is reviewing whether a roundabout is a feasible alternative at the intersection of Gebo Lane and Ayer Road, as requested of the Harvard Select Board and MassDOT. Once the roundabout assessment is complete, we expect that MassDOT will review and provide direction whether to include or exclude a roundabout in the design.

If a roundabout is not constructed, Gebo Lane will be realigned to be perpendicular with Ayer Road which will improve the sight distance at this intersection. Lancaster Road also intersects Ayer Road at an angle, however the alignment could not be fixed without replacing the bridge it travels over. The alignment in combination with the close proximity of Poor Farm Road creates opportunity for conflicting vehicular movements.

The shared use path is proposed to be constructed along the west side of Ayer Road with pedestrian crossings opposite Dunkin Donuts and the Harvard/Ayer town line. TEC is investigating the opportunity to provide additional crossings if an engineering study shows that it is safe to do so.

Q: When was the last official traffic count done, and specifically, where on Ayer Rd. were they taken? This is important especially since the new Fuel depot/food service station on the Harvard/Ayer line was completed. Devons (sp) industrial community encourages freight carriers to enter and exit Rte 2 on Ayer road (Rts 110/111) via Harvard. That should be unacceptable, and yet it seems we, the town of Harvard, look the other way. Over the past 3 years I’ve seen several ”convoys” of large, OVERSIZED precast concrete road sections on flat beds, coming off Rte.2, going North to the Ayer rotary, and then East to “Chip Shots,” where they turn north onto Willow and then they cross the RR tracks and bear right onto Westford road. It seems these are stored somewhere on New England Way. They shouldn’t be allowed on Ayer Rd. Ayer Rd was dangerous enough before the new service station and Devons developments happened.

TEC Response: The counts were performed in July 2019. ATR counts were located just south of Gebo Lane, just north of South Shaker Road and just south of Myrick Lane. Truck percentages are around 4-5% of the daily traffic volumes

Q: How many cross walks are planned so our families and our neighbors could safely access the sidewalks/bike lane. I would assume there would be one at each town road that intersects Ayer Rd on the Northbound side, as that is where the pedestrian and bike traffic would come from or go to. Cross walks should all be announced with a caution sign and some form of a blinking light. As for any serious bicyclists, they’ll most likely stay in the car lanes and not on any bike trails....those are for everyone else...

Town Response: Right now there are two....at the beginning and end of project extents. It may be valuable at this stage to speak to the cycling community and trails folks to assess any further crossing locations.

TEC Response: Additional crosswalk locations were requested during the public meeting on June 22, 2020. An engineering study must be done for each crosswalk location to evaluate sight distance based on the design speed of the roadway. If a crosswalk can be installed safely at an intersecting street TEC will make a recommendation to the Town and state.

Q: I read the sidewalk extends south to Dunkin Donuts. What about the buildings beyond DD at the Rte.2 westbound exit and westbound entrance? Those properties are commercial and should be serviced by a sidewalk and a crosswalk at Gebo. Maybe we should even change the convergence angle to the exit ramps from Rte.2 so the “STOP” sign must be obeyed. Here again, we look the other way. If we are going forward with this endeavor, do it right the first time.

Town Response: Right now the project extents ends where the Town control shifts to State control near the interchange. We have discussed taking it down to the interchange but this would require additional funding and likely some form of agreement with MassDOT. I'll let our project team answer in more detail.

TEC Response: Chris is correct, the limit of the proposed shared use path was initially determined by terminating it in the vicinity of the town layout and locating the crossing so that it lines up with the existing sidewalk located on the east side of Ayer Road. Extending the shared use path would add additional scope and cost to the project and would require concurrence from MassDOT because it is within the state highway layout and in close proximity to the Route 2 interchange. We can discuss extending the shared use path with MassDOT. Implementing modifications to the Route 2 interchange [ramps] would also require concurrence from MassDOT and is currently outside the scope of this project.

Q: I was alerted to the call for resident input via email by Tom Garfield's Next Door post. Having lived in Arlington adjacent to the Minuteman Commuter Bikeway, the best traffic alert and control system is a user-activated Red/Yellow/Green signal, as at the crossing of MA225, Bedford Road in Lexington. See Google map at https://tinyurl.com/230ma225lexingtonma . For Ayer Road traffic, the signal would be green until activated by trail users, and red for the trail users until Ayer Road traffic has been signaled to a stop. Red/Yellow/Green traffic lights have the added advantage of traffic calming. Some cyclists may choose to use Ayer Road, for which they have every right, thus it should be so marked with sharrows, as 225/Bedford Road is now. Do NOT install flashing lights activated by motion detectors, which are advisory and ineffective at best.

TEC Response: An engineering study will be performed to determine which traffic control device is appropriate to install at the crossings. The study will consider safety, traffic volumes, and speed. Sharrows are not recommended for roadways with posted speeds above 35 MPH (the southern portion of Ayer Road is posted at 40MPH) also MassDOT engineering directive E-20-001 requires a shared use path or on road bike lanes to be 5’ wide separated by a 2’ buffer on any roadways that are posted at 40 MPH or greater or carry traffic volumes greater then 10,000 vehicles per day. The traffic volumes along Ayer Road exceed the 10,000 vpd threshold at around 14,000 vpd so sharrows would not be approved by MassDOT.

July 7, 2020

Q: I listened in to the June 22 meeting and have since talked with a number of people about the proposal and it seems to me that there is a lot of concern about the speed and volume of existing truck and car traffic. This proposal/project does not seem to address that problem AT ALL. In fact, widening and straightening the roadway would actually lead to an increase in both volume and speed. It has been stated that this road needs to “serve as a major regional arterial road and truck route.” Who wants that? From my discussions, this is not what Harvard residents want. When will these legitimate concerns be addressed? In the past, we have been told that commercial traffic from Devens would be / should be routed directly out to Route 2, through the Jackson gate. Why is this not being enforced? It seems dangerous to encourage faster vehicular traffic through an area where you also hope to promote more pedestrian and bicycle traffic. Can’t the Town work to facilitate a project that the residents want, rather than one driven by the state DOT? Thank you, Robin Carlaw

TEC Response: The primary focus of the project is to rehabilitate a roadway in need of repair and during that process, provide pedestrian and bicycle facilities that are not available today. The addition of shoulders is not anticipated to directly correlate to an increase in vehicle speeds, but will have an impact on vehicle safety within the project area. Also Ayer Road is classified as a principal arterial and because MassDOT will be funding the proposed improvements the roadway needs to meet their guidelines for roadway width, lane width, shoulder width, and pedestrian/bicycle accommodation.

Police Chief Ed Denmark Response: Depending on roadway design, the project may actually DECREASE the perception of vehicular speeding. As the speed data has shown, speeding is not the issue on Ayer Road that everyone believes it is. It is a perception problem. Adding sidewalks provides a "safe" place for pedestrians, which enhances their feeling of safety and decreases their perception of speeding vehicles flying by them. Additionally, I have seen the addition of bicycle lanes create the visual perception of a more narrow roadway, which tends to reduce speeds. Regarding enforcing the "no truck" rules, they are unenforceable. There is no law prohibiting truck usage of Ayer Road. There is a specific process by which a town can request a truck exclusion, but Ayer Road would not qualify, in my opinion.

June 27, 2020

Q: I have attached a screenshot of an idea for the location of the shared use pathway for Ayer Road project, expanding on my comment made during the Zoom Meeting last week. Please excuse the rudimentary markings.

Starting on the EAST side of Ayer Road, near Rt 2, passing Dunkin Donuts
CROSSING AYER RD Near Gebo Lane to the WEST side of Ayer Rd.
Looping behind the post office, onto the closed Lancaster County Road segment
Staying Along the WEST side of Ayer Rd through the majority of the commercial district
CROSSING AYER RD again, somewhere near the Apple works to the East side
Staying on Ayer Rd EAST side past Myrick Lane to the town line.

A: In general it is preferable to provide a continuous shared use path to reduce the number of roadway crossing that someone would need to negotiate if they wanted to travel the length of the path for recreational purposes. Ayer Road needs to be shifted in order to accommodate the 10’ wide shared use path within the right of way, Swapping the shared use path from one side of Ayer Road to the other would result in increased property takings due to the 50’ right of way width.

Q: This proposal would do several things:

Being on the Dunkin Donuts side - where a lot of foot traffic/bike traffic would rather be

A: See above.

2. Crossing near Gebo provides appropriate distance from the highway so that cars won't get backed up onto ramp when they have to stop for the crossing. Being on the appropriate side of the road for Accessibility to the post office and Waite Fields/ Track, etc

A: A crosswalk would still be required at each end of the bike path (Dunkin Donuts and Ayer town line) to allow bicyclists to return to the correct side of the roadway where the shared use path terminates. TEC will review the possibility of additional crosswalk locations along Ayer Road. Crosswalk locations must meet state and federal guidelines for sight distance and safety.

3. Crossing back to East side somewhere Near Appleworks (my markings on the map are probably inaccurate here- you're obviously going to want to place the cross walk further away from the curve in the road) would solve several issues - more open space on east side of road in that region would address the concern that Mrs Doe brought up about frontage of her neighbors in that section of the road as well as the Myrick Road access to the path.

A: See above.

4. By having the path cross Ayer Road twice may also address the speed concerns that some residences expressed. Advanced markings/ flashing lights warning of upcoming path crossing would (hopefully) slow down traffic along the road.

A: Unfortunately crosswalks are not effective traffic calming measures and as noted above can only be installed in locations where they meet state and federal guidelines for sight distance and safety. We will review the feasibility of adding additional crosswalks along the corridor in locations suggested if safe to do so.

5. I would be interested in the transportation engineer's thoughts on this proposal - whether crossing the road x 2 for this path would be considered a safety hazard in their eyes...Marisa Steele

A: Given the volume of traffic, volume of trucks, speed limit, and character of the roadway as well as the physical constraints noted above we would recommend maintaining the shared use path on one side of the road and installing crosswalks after an engineering study determines it is safe to do so.

June 22, 2020 Original Questions/Comments/Answers (Pre-Meeting and Meeting)

Q1. Shared Use Path: what is this? Is this planned as a divided path where cyclists and walkers are on separate tracks so to speak? From the Gebo Lane drawing, it looks like this path is to run parallel to the roadway, just like a traditional side walk?

A1: Yes that is exactly right, it is a facility with exclusive right-of-way and no interaction with motor vehicles and is open to pedestrian, bicyclists, skaters, wheel chair users, strollers, and more. The Ayer Road Right-of-Way is only 50' wide in total so the path will be fairly close to the roadway with a vegetated seperation. I'd prefer a more meandering path a little more removed from the roadway but without huge costs in acquiring more adjacent land, the current designs are the only ones feasible.

Q2: Where does this path begin and where does it terminate? What does this path actually link? Will it get people from Harvard to places they want to go?

A2: It begins at the Ayer line and terminates near the Dunkin Donuts driveway. It links all land uses along the corridor including the new Craftsman Village development, Apple Works. the shopping center, office buildings, conservation lands, Harvard Green, and Foxglove Apts. As development may occur throughout the corridor, the path will be there for them as well. The expectation is also that it will link to the Ayer sidewalk and path system, including the proposed Landline trail system, the Devens system that extends up Barnam Road and down throughout Jackson Road, and other trails in the region. Project extents limited

Q3: When you write about a ~ 10’ SUP5’ buffer or 8’SUP3’ ~ I do not understand what this means? Please explain.

A3: In the design specifications for the path, this refers to a ten foot wide shared use path with a 5 foot buffer or an 8 foot wide shared use path with a 3 foot buffer. The path will generally be 10' wide but due to some areas of ROW width constraint, it will need to be narrowed to 8' in width.

Q4: What are the milestones that move this project along? Who decided on the milestones? Are they linked to the town calendar or to dates of significance in town, where does one find this information?

A4: The milestones are set by the Massachusetts Department of Transportation based on design stages. We are currently in the 10% design stage or very early. There are also a 25%, 75%, and 100% design stages. This is all based on the Transportation Improvement Program guidelines set by the Federal transportation legislation, MassDOT, and the local Metropolitan Planning Organization (MPO) which in our case is the Montachusett Regional Planning Commission (MRPC). Some of the information about TIP projects is found on the project website [ https://www.harvard.ma.us/planning-board/pages/ayer-road-tip-project-jun... ]HERE and you can also go to MassDOT or FHA websites for more information as well.

Q5: Why was alternative 3 developed in March during the shut down and without community outreach?

A5: All three alternatives have been developed prior to formal public comment at this stage. The 10% design stage does not typically offer the opportunity for public comment. That generally happens at the 25% design stage. However, the Town felt that for this project that it wanted to get public comment earlier in the process, thus this meeting. Also, much of the design and the project itself was based on goals in the 2016 Master Plan, input from the Planning Board at public meetings, review of wetlands and sensitive environmental areas in the corridor, right-of-way constraints, and preliminary discussions with MassDOT. The project at its most basic level is necessary due to current road conditions and is in critical need of reconstruction in order to continue to serve as a major regional arterial road and truck route. Federal requirements for roadways with at least 10,000 average daily traffic necessitate the inclusion of a shared use path, so this is one reason why the path has been included in the design.

Q6: What has been done in terms of outreach to residents who live on Ayer Road and will be affected by these changes?

A6: This meeting has been in the Press, posted on NextDoor, posted on the Town web site, there is an electronic message board on Ayer Road notifying people of the meeting, emails have been distributed to business and other lists, and it was also announced at Town Meeting and Select Board meetings.

Q7: Perhaps it is already in the presentation, but could you give the present-day road widths in key spots, ie, Gebo Lane, Lancaster County Rd, Poor farm Road?

A7: The current roadway width varies from approximately 26' to 28'.

Q8: Would the federal and/or state money cover 100% of the cost of the project or is there a town match?

A8: The State/Federal funding will cover the cost of construction, police details, any necessary utility relocations, and a resident engineer during construction. The Town is only responsible for design and any costs associated with acquisition of any temporary or permanent easements made necessary by the improvements.

Q9: I assume the Bowers Brook bridge will be rebuilt. Can you prioritize having dry bank space under the bridge for wildlife passage? There is a statewide effort to facilitate fish and wildlife movement through our current obstructed culverts.

A9: The bridge over Bowers Brook is owned and maintained by MassDOT and is not currently planned to be rebuilt as part of the project.

Q10: Is the truck volume increasing faster than car traffic?

A10: We have not performed an analysis of historic truck volume data to determine the rate of increase, if any.

Q11: Will there still be access to the fire pond at the very end of Lancaster County Road?

A11: Yes, access will be maintained.

Q12: Regarding DOT preferred option. Northbound Cars waiting to turn left onto Gebo Lane will stack on 110/111, blocking my office building's parking lot (209 Ayer). Has that been studied?

A12: Yes. The condition is not dissimilar to the existing condition, although the shoulder will be slightly wider there.

Q13: Has an environmental assessment been done on the drainage system to assess what type of system would provide the most environmentally sustainable solution?

A13: Not at this stage of design. However, permitting through the Conservation Commission will be required and opportunities for improving the quality and managing the quantity of runoff will be explored as the design is developed.

Q14: Do narrower roads result in slower traffic speeds?

A14: Yes, as a general trend, narrower lanes result in slower speeds.

Q15: It appears the road will be widened from the rendering. Is that correct?

A15: The roadway shoulders will be widened slightly in some areas to provide a consistent roadway width throughout the entire corridor.

Q16: Would there be crosswalk for Poor Farm and South Shaker Road to access walkway?

A16: Additional crosswalk locations to access conservation parcels, residential neighborhoods, etc. will be evaluated as the design progresses.

Q17: There is a dip in the road by the Post Office will that be corrected.

A17: Yes, the roadway resurfacing should address that issue.

Q18: So current traffic speeds dictate the design? In other words, the design cannot be changed to calm traffic and lower the speed limits?

Q19: In 2008 Harvard Park and Rec applied for and received funding for a Recreation Path that goes from Depot Rd, under Route 2 and connecting to Lancaster county Rd. Could any funds be acquired from this funding source to improve the Lancaster County Rd. and connect these recreational pathways?

Q20: Does the design of the change to Gebo lane provide ample clearance for emergency vehicles?

A20: Yes, the realigned intersection will accommodate emergency vehicles.

Q21: …what is the ""consistent roadway width"?"

A21: 30 feet (11' lanes plus 4' shoulders).

Q22: Provision of space for trees? You called it a shaded path. What produces the shade?

A22: It is referred to as a ""shared-use"" path. Additional street trees may be incorporated into the design as it is developed further.

Q23: Concerns regarding Myrick Lane. Address traffic and pedestrian safety for access onto Ayer Rd, for pedestrians and potentially families who see the new shared use path as an attractive activity to access.

Q24: At the Town Meeting Saturday, two days ago, someone raised the importance of considering at this stage of planning, a sewage corridor and where it or they might cross Ayer Road. Has this been considered?

Q25: Has anyone polled the land owners to see if they would contribute land to better support trees?

Q26: Regarding the fire pond, up Lancaster County Road are 3 large commercial buildings which result in the construction of the fire pond, If the Bridge is closed then it will be impossible to lay a 4"" hose line to a fire with open engine or the abandonment of the fire pond. This should not happen, not to mention that it may affect property owner’s insurance.

A26: Provisions can be made for the bridge to remain open for emergency vehicles.

Q27: Would slowing north-bound traffic run the risk of causing traffic on the Route 2 off ramp to back up onto Route 2 itself — a hazard of a different sort?

A27: The project will not change the flow of northbound traffic to a point where it would impact the Route 2 off-ramp.

Q28: Why cross walks and ends rather than third points for better distribution?

Q29: So the path will not link to the Town Center?

A29: That is beyond the scope of this project, but an extension could be considered in the future, subject to identification of an additional funding source(s).

Q30: How many easements are needed to facilitate building the pedestrian/bike path?

A30: It is somewhat early in the design to know exactly. The preferred alternative requires the least number of permanent easements. Most parcels along the corridor could have temporary minor grading impacts that may require a temporary easement.

Q31: Is TEC the same design firm that designed the General Store parking lot and traffic re-configuration?

A31: Yes.

Q32: It is disappointing to hear that the roadway will be widened (in places) since widening increases traffic speeds.

Q33: I thought bridge was closing due to its condition. So, it is alright to drive a fire engine over the bridge.

Q34: Can there be a turn lane at Gebo Lane for north bound traffic?

A34: The volume of turning traffic likely does not warrant a turn lane, but it could be considered for safety reasons. However, given the constrained right-of-way width, this would require a permanent easement(s) and potentially result in wetland impacts.

Q35: I was sitting at the General Store a week ago and I saw a Harvard Fire Truck seemingly unable to navigate that turn, instead make a right turn into the General Store parking lot, drive in the wrong direction in the parking lot towards the Congregation Church, before returning to Still River Road. I might be mistaken, but seemed like the design didn’t accommodate our town fire trucks??

A35: That is the emergency access route that was discussed with the Fire Dept during design of the project.

Q36: Why are you assuming a widened road at all. I understand the right of way response to a prior question. But wouldn’t keeping the road narrower lead to reduced speeds on the road. Studies have shown this to be true.

Q37: My question: Is the intersection in front of the General Store able to accommodate our larger fire trucks? If not, WHY NOT?

A37: Yes, it is.

Q38: Has any thought been given to adding turning lanes at the post office, the foxglove entrance, the banking center, Old Mill Road and Appleworks?

Q39: Regarding the Lancaster County Road bridge. An earlier answer stated that the bridge could be used by fire trucks in emergencies. Is that correct?

A39: We will have discussions with the Fire Dept as the design progresses to ensure that their needs with respect to fire pond access are met.

Q40: ...and how does that (proposed width) compare to the average current road width (with shoulders)?

A40: Current roadway is 26'-28' wide.

Q41: I wonder then why a fire truck driving south on Ayer Road, coming down the hill from Town Hall would turn into the General Store parking lot instead of making the turn in the intersection? This was a very dangerous move by the firetruck. It was scary to see.

Q42: Returning to Jim Lee's question about a turn lane for Gebo [Lane] for northbound traffic: this intersection will become even busier and it's already dangerous to turn out of our parking lot (206 Ayer). Stacking traffic in 110/111 here will make it far worse.

Q43: Why is the Shared Use Path located on the east side of Gebo Lane? Wouldn’t it be safer to have pathway users NOT have cross Gebo at the intersection of Ayer Rd. Wouldn’t it be better on the west side?

Q44: It would be nice if the residents that live in the developments east of Ayer Road, would be able to cross Ayer Road without dodging traffic.

Q45: There is a lot of bike traffic along S Shaker and Poor Farm roads, so those would make great crossing locations.

Q46: Is there any way to incorporate the Shared Use Path on the main roadbed? Perhaps with some kind of physical structure for separation (as being used in some cities for bike lanes)? It seems like it will be a far simpler and cheaper project without the need to run the SHARED USE PATH through numerous front yards, parking lots, driveways, etc. If that resulted in narrower travel lanes, that might help with the ""traffic calming"" that others are asking about.

Q47: Those of us who wait to turn left onto Ayer Road find the high rate of speed and incessant traffic makes it a real challenge to safely turn onto Ayer Road.

Q48: What will determine which side of Ayer Road the multiuse path is on?

A48: The existing bridge over Bowers Brook represents a significant constraint. Keeping the path on the west side allows us to utilize Gebo Ln/Lancaster County Rd without having to introduce additional crossings of Ayer Rd.

Q49: As someone rear-ended trying to turn left onto Gebo Lane, a turn lane seems essential given the increase in traffic.

A49: As discussed previously, we will further evaluate the possibility of a left turn lane.

Q50: Won't increasing the shoulder allow for faster speed, even if lane width stays the same?

Q51: Could you recap any areas where Ayer Road would be straightened to smooth any curves, I heard it mentioned as a reason, but don't recall any points on Ayer Road that this was proposed. I.e. Doe's corner and across from Foxglove (327 & 253 Ayer Road respectively.

Q52: Thanks for any traffic calming. I recently tried to cross Ayer Road near the Post Office, and it was life-threatening. :)

Q53…So the widening is really making the shoulders consistent? The actual driving width will not change..?

Q54: If you want to walk to the Post Office, why not have a stoplight installed there?

A54: Our traffic analysis shows that a traffic signal is not warranted there.

Q55: Route 2A has many stoplights, why can’t Ayer Road have some stoplights to slow and calm traffic? And enable safe pedestrian crossings?

A55: Traffic signals must meet certain warrants established by FHWA to be installed, and our traffic analysis shows that the intersections within the project limits do not meet those warrants.

Q56: In response to George’s question about putting bike lanes alongside the road. Please don’t consider putting along the road it is not safer.

A56: Thank you for your comment.

Q57: Would you consider adding a landscape architect to the design team? I can imagine a beautiful line of trees shading the pedestrian way. The planning would not take funds from the project but would be part of the development of the Ayer Rd corridor.

Q58: I live off of Littleton Road, when it was resurfaced and a shoulder added a few years ago, I saw traffic speeds increase greatly!!

Q59: Does this grant pay for the Shared Use Path crossing of each business driveway?

A59: While it's not a grant program per se, the State/Federal funds will cover the entire Shared Use Path construction, including all driveway and side street crossings.

Q60: Harvard wouldn't take care of the landscaping :)

Q61: The road width on Littleton Road stayed about the same when it was resurfaced, and yet traffic speeds increased greatly after the road work was done.

Q62: Why not speed bumps? Stoplights on Ayer Road slow traffic Right?

Q63: We have a large police force. Having a police officer monitoring the traffic caused the traffic to slow down.

Q64: Cars turning left out of Dunkin Donuts parking lot have a really tough site line from cars coming off and over Rte 2.

Q65: So, maybe a turn lane that runs from the south end of this project to Gebo Lane? That way we can cross one Ayer Road lane at a time.

Q66: Yes, this area around Dunkin shoudl be addressed at this time.

Q67: Speaking of the stop sign when you get off of Route 2, will that remain a stop sign, or be changed to a yield sign? If not, could someone tell me why it needs to be a stop sign instead of a yield sign, like most off ramps? I really don’t understand why one would need to come to a complete stop at that area.

Q68: Is that the safest solution at Dunkin Donuts to have 3 or 4 lanes of traffic to cross via a cross walk?

Q69: It was a yield until they repaired the bridge, then they made it a stop sign when it went down to one lane. They never reverted the stop back to a yield, and the police love enforcing that unintuitive stop at the end of the offramp.

Q70: The snowmobiles cross Ayer Road at the Blomfelt land near Sorrento’s as well.

Q71: It might make sense to have the SHARED USE PATH on the east side of the road at Dunkin Donuts and keep it on the east side then have a cross walk closer to the post office/ bridge/ closed off Lancaster County Rd.

Q72: This has been a very useful meeting. Thank you. I appreciate the early opportunity to hear the teams’ thoughts.

Q73: Is there a way to cantilever the path over the Ayer Road Bowers Brook bridge rather than detour the path over the Gebo?

Q74: Is there any opportunity to incorporate shared use driveways to reduce the number of curb cuts and turning traffic?

A74: This is certainly a Bylaw amendment that the Planning Board could consider because it makes great sense. So does rear consolidated parking areas. The Town’s engineer TEC can take a look at locations where this may be feasible. This would, however, require cross-access agreements and some property/business owners may object to having their access changed. Ideally it would apply to new developments and offer incentives for existing developments.

Q75: Will this road redesign eliminate or reduce the semi-trucks that park on either side of the road so drivers/passengers can scamper to Dunkin Donuts? Seems like a hazard there.

A75: Extending the limits of proposed vertical granite curb could be considered to address this issue, though the current 10% design had not contemplated this. We can also consider installing “No Parking” signs along the roadway to prohibit parking in this area.

Q76: On which side of the road will the utility poles be located? How many wire crossings will result? Don't frequent wire crossings cause line drop in cell and GPS signals? Not to mention unsightly. Any consideration for burying the wires during construction?

A76: Relocating/consolidating utility poles to one side is a suggestion to potentially reduce the number of poles and enhance views along the corridor. The feasibility of this, and which side is preferred, will be discussed with the utility companies during the 25% design stage. The utility companies would not allow a design that would compromise their service. The cost for engineering and construction to relocate the overhead utilities to underground is likely beyond the scope of this project. Underground relocation costs can reach $3 to $4 million per road mile, and the State/Federal funds anticipated to be programmed through the State Transportation Improvement Program would not cover this cost.

Q77: Will all crosswalks have flash warning lights when in use or just those at either end? How will the crosswalks be maintained? Is that a DPW budget item? They are of no use if the lights don't work or the road paint is worn away or covered with a winter salt glaze that makes them invisible.

A77: These will be evaluated on a location-by-location basis; however, due to the speed of the roadway and the percentage of trucks, the crosswalks would likely be equipped with some type of traffic control or warning device. The device would only flash when activated by a pedestrian or bicyclist who wishes to cross the road. The crosswalks and flashers would be maintained by the Town of Harvard, since Ayer Road is under local jurisdiction north of the Route 2 interchange. Lights will be replaced by the DPW and the crosswalks maintained by the DPW. Snow will be cleared from the roadway by DPW as they typically do.

Q78: How will the shared use path be maintained? Will it be DPW's responsibility and budget? How will the snow be cleared, if at all? Salted/Sanded?

A78: The shared use path will be maintained by the Town of Harvard, since Ayer Road is under local jurisdiction north of the Route 2 interchange. The plan is to have the DPW plow the shared use path just as they will be maintaining the new sidewalks in the town center. Sanding and salting will be determined on an as-needed basis.

Q79: Who will be responsible for maintaining any added landscaping and mowing needed? DPW? DPW budget?

A79: Landscaping within the town right of way would be maintained by the DPW; however, there is a possibility that the town could reach an agreement with property owners to share the maintenance responsibility, if additional landscaping were considered. Mowing the grass buffer is hopefully going to done by the local homeowners but the DPW will mow as necessary but it will not be done on a weekly basis.

Q80: I am concerned about the area around Dunkin Donuts and hope some serious time will be spent analyzing use patterns and possible safety measures. I have been almost T-boned twice travelling south by vehicles turning left (south) out of that shared driveway. And I have nearly been rear ended turning into that driveway northbound because the road narrows at that point and drivers aren't attentive to slowing/turning traffic.

A80: There were many concerns about this location brought up during the recent public meeting. The engineer (TEC) will review this area and provide recommendations for any feasible safety measures that could be implemented.

Q81: I strongly urge a crosswalk at South Shaker Road, not only for bike traffic but also for pedestrian use. With the Post Office located so close in that location, it is a safety factor. Also, there is a big network of conservation trails in the South Shaker/Shaker Road area that will feed into that crossing.

A81: The engineer (TEC) will review the possibility of additional crosswalk locations along Ayer Road. Crosswalk locations must meet state and federal guidelines for sight distance and safety.

Q82: I also support a crossing at the trail end at the Bromfelt easement (near Sorento's) to connect to the Shaker/Holy Hill conservation trails from that remote side of the trail network.

A82: The engineer (TEC) will review the possibility of additional crosswalk locations along Ayer Road. Crosswalk locations must meet state and federal guidelines for sight distance and safety.