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267 Roadside Grading.: Roadside grading should be accomplished through a grading plan, and not standard cross- sections. All cross-sections should be rounded at the edges of shoulders and at the tops and bottoms of all side slopes. The slopes themselves should only be as steep as two-to- one when necessary. Where there is room, the grades should be eased to three-to-one and four-to-one, and flatten gradually. The Study of Roadway Alternatives contains a drawing from an AASHTO document illustrating this concept. (Figure D.) Drainage: Roadside drainage should be handled in a way that minimizes its visual impact on the park and the parkway. Grass swales are preferred over paved ditches, and even grass swales should be as minimal and as subtle as possible. Ditches and swales running generally parallel to the contours on side slopes should be avoided. Rip-rap is altogether inappropriate in this setting. Pipes should not Adaylight~ in the area between the roadway and Schenk=s Brancl~ All inlet and outlet structures should be designed to be appropriate in a park setting. Since most drainage elements did not show on this version of the plan, there was not much to react to; but this is a critical element for the success of the design. Pond: The pond is to conform in size and shape to that shown in the Mclntire Park Master Plan and the Study of Roadway Alternatives as closely as possible. A safety bench shall be included in the design two feet below normal water elevation and shall extend to ten feet into the pond on all sides. Intersection: The intersection is to be designed with a total of seventeen lanes entering or leaving the intersection. No change is desired to the existing Mclntire Road configuration. The retaining wall and addition of lanes south of US 250 Bypass should be removed from the plan. The single left-hand turning movement from Route 250 (going west) into Mclntire Road is to be retained in lieu of the double left shown on the current plans. Bike Lanes: The surface of the bike lanes should be surface-treated in a light-colored chipped stone to differentiate the surface of the bike path from the roadway. Enhanced Pedestrian Path: The enhanced pedestrian path shall be a minimum oflO feet in width and should conform to the applicable principles of horizontal and vertical alignment that are described for the roadway (e.g. coordination of vertical and horizontal alignment, avoidance of broken- back curves, variable side-slope grading, etc.). The series of short horizontal curves and tangents should be replaced with a series of curves and tangents (or spiraled curves with tangents) that produce a flowing three-dimensional line. Geometu: The geometry shown in A Study of Roadway Alternatives for the Meadow Creek Parkway in Mclntire Park, was never intended as final roadway geometry, but rather as an illustration of how the principles of park road and parkway design could be brought to bear on this site. While we expect that this geometry will be refined as the design process moves forward, we expect it to be the basis for that design. We expect to see a design that closely resembles the alignment and approach taken in the Study of Roadway Alternatives.