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Board directs staff to pursue two lower‑cost Ridgewalk alternatives after benefits analysis
Summary
After hearing a benefits analysis and feasibility study that cut the original $18M estimate substantially, the board moved to pursue Alternatives 1 and 4 for the Ridgewalk greenway and to add that preference to the comprehensive plan for permitting and coordination with state projects.
Sarah, a staff presenter, told the Town Board the Ridgewalk benefits analysis and phase‑two feasibility study showed the project could deliver community, health and economic benefits but that cost and engineering constraints remain central. The original preferred alignment carried an estimated cost of about $18 million; staff presented several alternatives that reduce structure needs and costs.
"That was the original line and if you look at the cost estimates ... that northern segment was about $10.2 million and the southern segment nearly $8 million," Sarah said, reviewing the original alignment and its major structural drivers. She then outlined Alternatives 1 and 3 for the north and an Alternative 4 for the south that hinges on coordination with the N.C. Department of Transportation's planned I‑85 widening.
Why it matters: the board is weighing a multimodal corridor that would connect large south‑side neighborhoods to downtown and a proposed train station, improve active‑transportation options, and could support local businesses and tourism. Staff emphasized both equity tradeoffs (north vs. south access) and the practical challenges of building across rail and interstate corridors.
Key cost outcomes: staff said alternatives that avoid major pedestrian bridges and boardwalks could roughly halve the original estimate. Staff estimated a combined north/south approach using the preferred reduced‑structure options could cost roughly $8.5 million, while the original alignment exceeded $18 million. Staff noted potential funding from grants, partnerships and the Orange County transit tax and said the town has annual debt capacity to finance some northern options without an immediate tax increase; adding the southern segment built solely on town debt would likely raise the tax rate by about 1–1.5 cents.
Board members asked about safety at constrained crossings, the timeline and coordination risks with the railroad and NCDOT, and the possibility of phasing construction. Rob, a board member, said Parks and Recreation had unanimously recommended Alternative 1 and 4. Mark and other board members favored Alternative 1 for its shorter, more walkable distance and lower lifecycle maintenance costs; others supported phasing that aligns the southern segment with DOT bridge work.
The board then voted on a motion to authorize staff to pursue Alternative 1 and Alternative 4 and to substitute that preference into the comprehensive plan, a move staff said would help in permitting and in early coordination with the railroad and DOT. The motion was moved, seconded and approved by voice vote.
Next steps: staff will continue concept engineering, seek funding opportunities and coordinate with NCDOT and the North Carolina Railroad on right-of-way and bridge timing. Staff cautioned that engineering and permitting would likely take several years and that construction would not be expected before the early 2030s if all elements proceed on projected schedules.
(Reporting note: quotes and attributions are taken from the Ridgewalk presentation and board discussion at the workshop.)
