Council presses for renderings after VHB lays out $19.3M RAISE High Street proposal

City design partner VHB presented the results of a public workshop and a preferred design for Portsmouth’s High Street/link district corridor at a work session on April 14, describing tradeoffs the design team balanced to meet RAISE grant constraints and community priorities.

The lede: James Wright and Wes of VHB outlined a $19.3 million federal RAISE grant toward an estimated $24 million corridor project between MLK Expressway and Chestnut Street, and recommended a typical section that fits within the existing 100‑ft right‑of‑way to meet grant schedule requirements.

The preferred cross‑section, VHB said, includes one travel lane in each direction, a two‑way left‑turn lane (for left turns at major intersections while preserving event flexibility), parallel parking on both sides, and a separated two‑way cycle track (an off‑road bike facility) buffered by a roughly 3‑ft separation. A 4‑ft landscape buffer would accommodate small trees and low vegetation, while the layout allows for street lighting, transit 'floating' bus stops and flexibility for parades and special events.

Wes emphasized that the recommended parallel parking — not angled parking — was chosen after testing for safety, transit efficiency and right‑of‑way constraints. “Parallel parking suits the corridor because it keeps sight lines when exiting a space, encourages traffic calming and enables floating bus stops that let transit re‑enter traffic more safely and quickly,” the presenter said.

Council response split on parking and aesthetics. Councilman Hugel argued for angled parking and objected to a continuous two‑way left‑turn lane and to plastic flex‑post buffers, saying the proposed design could feel too utilitarian and risk being used as a passing lane. “If we do that, we might as well have a median,” he said, and urged concepts that feel 'charming' rather than 'interstate‑like.'

Other members — including Councilwoman Thomas and Councilwoman Bryant — supported the proposal’s safety and multimodal benefits and asked the design team to show alternate materials that preserve parade flexibility and enhance aesthetics (for example, intermittent textured or cobblestone paved turn‑lane sections, raised/paved medians in places, planted buffers and tree canopy). Vice Mayor Moody said parallel parking maintained corridor symmetry and supported the proposed design’s multimodal goals.

VHB said many of the preferred elements were driven by the public workshop results and by the grant’s schedule and right‑of‑way limits; the team noted that angled parking would require more footprint (and could only fit on one side within the existing width) or would force tradeoffs in sidewalk/buffer width. The firm also suggested using stamped asphalt, raised materials or intermittent cobble/paver treatments to avoid the visual effect of temporary plastic posts while preserving bike protection and maintenance access.

The council asked staff to return with 3‑D renderings reflecting at least two alternatives — the proposed parallel‑parking/cycle‑track option rendered with tree canopy and streetscape treatments, and an angled‑parking variant that demonstrates impacts to sidewalks, buffers and parade flexibility — and to explore non‑plastic buffer treatments and intermittent textured median materials. VHB and staff committed to produce visuals for a public follow‑up and a future public meeting as part of the design process.

Next steps: VHB will proceed to more detailed design once council gives direction; staff noted the need to coordinate with the Federal Highway Administration (FHWA) as the RAISE grant administrator and said construction must meet RAISE timing constraints.