220630_Northampton_SUP Feasibility Memo FINALWayne Feiden and Carolyn Misch Ref: 15444.00 June 30, 2022 Page 1
Engineers Scientists Planners Designers
120 Front Street, Suite 500, Worcester, MA 01608 P 508.752.1001 F 401.277.8400 www.vhb.com
To: Wayne Feiden and Carolyn Misch Department of Planning & Sustainability Date: June 30, 2022
City of Northampton 210 Main Street Northampton MA 01060 Project #: 15444.00
From: Matt Chase PE (VHB) Phil Goff (VHB) Re: Share Use Paths Feasibility Study: Four Path Locations
1.1 Project Background
This Feasibility Study includes the analysis of existing conditions, verification of right-of-way (ROW)/property impacts, high-level environmental due diligence, and the development of routing alternatives for four shared use path projects in Northampton. The paths include:
1. Connecticut River Greenway (from River Run/Damon Road to Hatfield Road in Hatfield)
2. Rocky Hill Greenway Gap (from Florence Road to Burts Pit Road)
3. State Hospital Path (from Village Hill Cohousing to Federal Street)
4. Hebert Ave Path (from South Street to the New Haven & Northampton Canal Greenway)
After coordination with City staff and internal analyses, alignment alternatives were narrowed to 1-3 options for each of the four projects with associated conceptual or order-of-magnitude cost estimates. The purpose of this Feasibility Study is to help inform the City’s decision on whether to pursue the further right-of-way coordination, easements, design and construction of these recreational and transportation facilities. For the Connecticut River Greenway, the results of this study have been used by the City and MassDOT to pursue funding for construction through the State Transportation Improvement Program (STIP).
Map showing Shared Use Path Projects Locations
Department of Planning & Sustainability Ref: 15444.00 June 30, 2022 Page 2
Engineers Scientists Planners Designers
120 Front Street, Suite 500, Worcester, MA 01608 P 508.752.1001 F 401.277.8400 www.vhb.com
2.1 Description of Project Areas
1. Connecticut River Greenway
The project corridor is approximately 1.35 miles in length, running from the north end of River Run to Hatfield Road in Hatfield. The corridor is heavily
wooded from end to end and is relatively flat with a few discrete inclines near the Hatfield Town Line.
The path alignment is to run between the existing
rail tracks (Pan Am property historically but now owned by MassDOT) and the Connecticut River. The
railroad ROW appears to vary from 65 to 100 feet in
width. In some areas, space exists within the ROW for a rail-with-trail (RWT) configuration and
meeting the minimum 15’ offset between the edge
of the tracks and the path. Additional space for a wider buffer and security fencing is available in
most areas as well.
Much of this area is designated as a Natural Heritage and Endangered Species Program (NHESP)
Priority Habitats of Rare Species zone. An inactive
gravel pit sits at the north end of the corridor and is frequented by ATV riders. Adjacent to the
northernmost bend in the river, a stream and
significant wash out creates a pinch point for a future path (requiring either a RWT or a trail bridge).
A second stream and culvert lie adjacent to the southernmost bend on the river. The outflow area from the stream leads to the only significant
designated wetland along the likely path alignment.
The area’s zoning designation is Suburban Residential (SR), which is low density, with a
segment zoned Farms Forests Rivers (FFR) at the south end. Adjacent Land uses include:
• To the north: single family homes, a towing company, and a cemetery along Hatfield Road/Elm Court
• To the east: primarily the Connecticut River and its sloping riverbank; at the south end of the corridor lies the
Northampton Community Rowing Center and surface parking that could provide a trailhead parking in the future
• To the south: Damon Road and River Run Road that serves the River Run multi-unit condominium project
• To the west: Interstate 91 and the active railroad
View of the MassDOT-owned rail corridor looking south (potential space for a rail-with-trail configuration lies to the east, at left)
View of the northernmost stream outflow area where a recent washout has left a scar in the landscape
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2. Rocky Hill Greenway Gap
The project corridor ranges from 0.8 to 1.4 miles in
length, depending on which alignment option is selected. The corridor is intended to close the gap
in the Rocky Hill Greenway between the intersection
of the Black Birch Trail at Florence Road 1to the Brookwood Drive greenway segment that terminates at Burts Pit Road. Much of the gap runs
through the Emerson Way subdivision, a private street with an easement for public access on the
street (through a driveway used for emergency
access/ access to a pump station, or adjacent sidewalk. However, special consideration to the
path’s alignment and crossing Burts Pit Road will be
needed given the location of wetland, culverts and sight lines along the roadway. The easement is
intended to include the future Rocky Hill Greenway
connection. To avoid the steep grade change from Emerson Way to Florence Road (at Black Birch Trail),
Maple Ridge Road is also considered a potential
option to route the path through the area.
Although heavily wooded, the corridor does not
contain wetlands, or designated habitat zones.
While portions of the potential greenway path may utilize the Emerson Way roadway and adjacent
sidewalk, portions will need to run through
undeveloped open space. Therefore, care will be needed to minimize any environmental damage due
to the removal of trees and use of heavy equipment.
The area’s zoning designation is Suburban Residential (SR) or low density residential, with undeveloped portions zoned FFR (Farms Forests Rivers), and a portion of Florence Road near Brookwood Drive zoned WSP, or Water Supply
Protection. Adjacent Land uses include single family homes along through streets and cul-de-sacs to the east, south and west. Largely undeveloped land lay to the north of the project area.
1 The Black Birch Trail will soon provide a connection to the New Haven & Northampton Canal Greenway and to downtown Northampton when the Route 66 to Route 10 path connection is completed in 2023-24.
The Emerson Way neighborhood where future access to the shared use path is anticipated
Burts Pit Road looking east to the accessway for emergency vehicles that could potentially carry pedestrians & bicyclists (Google image)
Department of Planning & Sustainability Ref: 15444.00 June 30, 2022 Page 4
Engineers Scientists Planners Designers
120 Front Street, Suite 500, Worcester, MA 01608 P 508.752.1001 F 401.277.8400 www.vhb.com
3. State Hospital Path
The project corridor is approximately 1.0 mile in length, running from the north side of the old Wireworks Building on Federal Street near Milton
Street, along the west bank of the Mill River to the shared use path adjacent to the Village Hill Co-
housing. (From there, any future path would link to
the existing path to West Street and to the New Haven & Northampton Canal Greenway.) A
secondary access point at the south end is to
Higgins Way as well. After crossing the Mill River near Federal Street, the mile-long route utilizes a
collection of existing paths—both formal and
informal—that parallel the Mill River. Slopes down to the river are steep in this area, and wash outs
have occurred over the years.
Until climbing up the slope towards Village Hill Path and Higgins Way, the route is entirely within a
FEMA Floodplain. Significant erosion of the
riverbank is extant in a number of locations, especially near the old ice pond, and closer to the
old State Hospital site. Most of the path alignment
runs within a designated Natural Heritage and Endangered Species Program (NHESP) Priority
Habitats of Rare Species zone/ polygon.
The area’s zoning designation includes (from north to south): OI (Office Industrial) along Federal Street,
SC (Special Conservancy) on the west bank of the river down to the former State Hospital site, FFR (Farms Forests Rivers) adjacent to some of the farm
fields and just north of the Village Hill Co-housing site, and PV (Planned Village District) at the south end of the path corridor. Adjacent Land uses include:
• To the north: single family homes with some light industrial sites along Federal Street
• To the east: single family homes beyond a relatively wide riparian zone on the east bank of the river
• To the south: Smith Vocational Agricultural Fields recreation area and the new residential neighborhood built on the former State Hospital site
• To the west: farm fields and open space
View of a wide path through the popular Smith Vocational Agricultural Fields recreational area
The narrow and winding footpath that parallels the Mill River
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4. Hebert Avenue Path The project corridor is approximately 1,150 feet
(0.22 mile) in length, running from the intersection of South Street and Hebert Avenue (a private street)
to the New Haven & Northampton Canal Greenway.
Between the two endpoints, the future path alignment would share space with motor vehicles
for a very short stretch near South Street, and then
incorporate a flood control levee built by the U.S. Army Corps of Engineers (USACE). At the north end,
the path would link with the greenway trail adjacent
to a historic gas pumping station owned by Eversource.
The entire area beyond the properties that front
South Street is designated as a Natural Heritage and Endangered Species Program (NHESP) Priority
Habitats of Rare Species zone/polygon. A stream
bed and designated DEP Wetlands area lies just northeast of the likely path alignment. Assuming
the path is near the top of the dike, it will likely
remain outside of the designated FEMA Floodplain along the Mill River.
Zoning within the study area includes SC (Special
Conservancy), the wetland area to the northeast is FFR (Farms Forests Rivers) and URB (mixed
residential density) flanks the properties along South Street. Adjacent Land uses include:
• To the north: the New Haven &
Northampton Canal Greenway and the Smith College Facilities Management building
• To the east: undeveloped wooded area and wetlands
• To the south: older residential buildings with some conversions to office commercial use
• To the west: undeveloped wooded area and light industrial on the west bank of the river
View of the Mill River flood control levee built by the U.S. Army Corps of Engineers, with the Smith College Facilities Management building in the background
From South Street, the Hebert Avenue right of way looks like a driveway and can be easy to miss (Google image)
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Engineers Scientists Planners Designers
120 Front Street, Suite 500, Worcester, MA 01608 P 508.752.1001 F 401.277.8400 www.vhb.com
3.1 Shared Use Path and Bikeway Typologies
The following types of paths and bikeways were considered for this feasibility study. The path and bikeway definitions
are taken from the American Association of State Highway and Transportation Officials (AASHTO) Guide for the
Development of Bicycle Facilities, 2012, Fourth Edition (AASHTO Bike Guide).
› Shared Use Path/Sidepath – A shared use path (SUP) or Sidepath lies outside of a roadway surface and is physically separated from motorized vehicular traffic by a buffer or barrier. The SUP can be either within the roadway right-of-way or on an independent alignment. SUPs are used by pedestrians, runners, skaters, wheelchairs users, and bicyclists. The types of design criteria for SUPs (design speed, minimum curve radii, stopping sight distance, etc.) are of similar type for design of roadways but modified based on the operating characteristics of a bicycle as a vehicle and a bicyclist as a vehicle operator.
› Shared Lanes – Shared lanes are best used on minor local neighborhood streets with low speeds and low traffic volumes where bicycles can share the road without special provisions. Generally, posted traffic speed limits are 30 mph or less with traffic volumes ideally less than 1,000 vehicles per day. In some very low volume contexts, pedestrians may use the road surface as well when a sidewalk is not available.
› Bike Lane – A bike lane is a portion of a roadway designated for exclusive use by bicyclists using pavement markings and, if used, signs. Bike lanes can be used on major roads to provide quick and direct bicycle access to the same destinations as motorists. Bike lanes can also be used on collector roads where roadway design speeds are more than 25 mph. Traffic volumes can vary as the motor vehicle/bicycle speed differential is generally a more important factor in the decision to provide bike lanes.
› Rail-with-Trail – A rail-with-trail is a SUP parallel and adjacent to an active railroad, typically offset by at least 15 feet and separated by a security fence.
› Rail-to-Trail – A rail-to-trail is a SUP constructed within the remaining bed of a former rail line. Often the rail bed had been constructed by cutting and filling the existing terrain to maintain straight alignment and gentle even grades which is compatible with ADA accessibility requirements.
Shared Lane
Bike Lane
Shared Use Path / Side Path
Rail-with-Trail
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Engineers Scientists Planners Designers
120 Front Street, Suite 500, Worcester, MA 01608 P 508.752.1001 F 401.277.8400 www.vhb.com
3.2 Design Assumptions and Criteria
For this Feasibility Study, a number of design assumptions have been made about the future SUP and bikeway
typologies that will need to be incorporated into the design of the four shared use path projects. Assumptions include:
› 10’ wide SUP ideal, 8’ wide minimum due to topographic, environmental or right-of-way constraints are evident; minimum 2’ wide (3’ ideal) grass shoulder on each side if space available
› When adjacent to a roadway, path buffer to be 5’ wide (landscaped) or 2’ wide with a solid barrier or guardrail
› Asphalt paved path typical, with crushed limestone in environmentally sensitive zones
› 4.5% (with 0.5% tolerance) running slope for full accessibility and to meet ADA (some portions of SUP or ramps may be as steep as 8.3% (with no tolerance), but would need a level landing every 30-feet)
› Bridges, where necessary, are typically designed for H20 loading to accommodate small emergency vehicles such as an ambulance, but this is something that would be coordinated with emergency response teams and could be dictated by funding sources for construction.
› Trailheads with sign kiosk, benches, and bike racks anticipated in various locations (trailhead parking to utilize existing parking lots or street parking).
Ultimately, project design criteria will have to be derived from standard engineering practice and the successful application of regulatory standards and guidelines. The
primary references used for more-detailed feasibility studies and/or final design for the four SUP project are to
include:
› The American with Disabilities Act (ADA) Design Guidelines for Shared Use Paths;
› The Massachusetts Department of Transportation (MassDOT) Massachusetts Highway Department Project Development and Design Guide, 2006 (MassDOT PDDG);
› The MassDOT Separated Bike Lane Planning and Design Guide, 2012;
› The American Association of State Highway and Transportation Officials (AASHTO) Guide for the Development of Bicycle Facilities, Fourth Edition, 2012 (AASHTO Bike Guide);
› The American Association of State Highway and Transportation Officials (AASHTO) A Policy on Geometric Design of Highways and Streets, 2018 (AASHTO Green Book);
› The Manual on Uniform Traffic Control Devices (MUTCD) 2009 Edition with revisions and applicable Interim Approvals; and
› Applicable MassDOT Engineering Directives.
Trail bridges, like this one over the Neponset River in Boston built by DCR, are typically designed to accommodate small emergency vehicles
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Engineers Scientists Planners Designers
120 Front Street, Suite 500, Worcester, MA 01608 P 508.752.1001 F 401.277.8400 www.vhb.com
4.1 Alignment Alternatives
For each of the four path locations in Northampton, the design team studied a variety of alignment alternatives. Each provided a continuous and accessible connection for pedestrians and bicyclists. Some early alternatives were eventually removed due to the anticipated high costs to overcome major engineering and/or permitting challenges
such as limited right of way, private property conflicts, steep slopes, utility conflicts, or significant impact to natural resources. The remaining routing alternatives are shown in the study area diagrams on the following pages, with
narrative description of the key features for each of the route options.
Most of the route options were developed to a conceptual design level of detail and are included in the Appendix. The
design options feature:
› Shared use path alignment (in plan view and vertical profile)
› Required on-street connections
› Trailheads
› Trail crossing improvements, where applicable
› Topography and spot elevation points
› Bridge and boardwalk locations
› Floodplain and wetland boundaries
› Call-outs for retaining wall locations
This study provides conceptual or order of magnitude construction cost estimates for alternatives most likely to be chosen as the “preferred alternative” for each of the four shared use path projects (see section 5.1 for cost estimate summaries and the Appendix for additional details). More detailed or supplemental survey is needed to conduct additional feasibility analyses and additional designs. This should be the next step for each of the path projects, especially those where multiple route options are still considered at this stage in the planning process.
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1. Connecticut River Greenway In the future, the Connecticut River
Greenway (CRG) trail will be a tremendous amenity for residents for both
Northampton and Hatfield. The 1.35-mile
scenic trail will provide a recreational and transportation resource that links to two
communities. Currently, no connection
exists for pedestrians north of the River Valley Co-op and bicyclists must ride in the
shoulder of Route 5 which varies from 4’ to
6’ in width. A shared use path would provide a direct connection from Hatfield
Road/Elm Ct to the existing shared use
path along Damon Road. The Damon Road path links to the Norwottuck Rail Trail
further to the south and into Hadley.
Therefore, the CRG trail provides a link from Hatfield to a trail network that
provides bicyclists to access Amherst
Center, the UMass campus, Downtown Florence, and Easthampton. Some of the
critical issues in need of additional study include:
› River access and views:
Although the northernmost ½ mile of the proposed path does not parallel the Connecticut River, much of the lower portion of the path lies 100’-150’ from the edge of the river. In some locations, the steep riverbanks offer opportunities for trail users to look out over the river and to the scenic farmland on the east side of the river in Hadley (see photo bottom right). The recommended alignment includes a footpath to a planned overlook that could also be a popular rest stop and picnic area.
› Streams and gullies:
In two locations along the corridor, existing streams and culverts create the need to cross the gully with a trail bridge (see photo on page 2). The preliminary design plans in the Appendix include 14’ wide bridges (including railings) that span 135’ and 230’ respectively (though the
Connecticut River Greenway Routing Diagram
Scenic view east to Hadley from planned overlook along the CRG trail
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latter could be reduced depending on opportunities to shift the location of the bridge abutments). As an alternative to the 230’ long bridge, the CRG trail alignment could shift west into the state-owned rail corridor to avoid the gully and associated wash-out entirely. To do so requires a rail-with-trail (RWT) configuration. The
location of the RR right-of-way will need to be finalized and coordinated with the State through the design process
› Rail-with-Trail alignment:
Besides the optional alignment to avoid a gully described above, a RWT configuration would also be required at one other locations within the CRG corridor (near the sharp bend in the river). Because the former Pan Am Railway corridor is now owned by the Commonwealth of Massachusetts, coordination with MassDOT’s rail division will be required to accommodate these locations. Per MassDOT standards for RWT, the Feasibility Study recommendation assumes a minimum 15’ setback from the centerline of the tracks to the security fence. A two foot-wide grassy buffer would separate the paved path from the security fence (see graphic below).
CRG trail cross section showing relationship of the paved path with the railroad tracks (see page 2 for photo of the existing rail corridor)
› River Run segment:
Near the southern terminus of the CRG, the trail alignment includes an on-road segment from the end of the off-road segment at River Run Road to the Damon Road intersection. Because traffic volumes and speed along the dead-end road are low, pedestrians and bicyclists should be able to share the roadway. The 1,500’ segment would include shared lane markings and signage to guide path users to the signalized intersection of Damon Road. Crossing Damon Road, path users can connect to the new sidepath leading west to the King Street corridor or southeast to the Norwottuck Rail Trail. It is noted that shared lane markings are something unlikely to be supported by MassDOT if included in a State funded project through the TIP.
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› Trail alignment in Town of Hatfield:
As the shared use path enters the Town of Hatfield, the alignment will need to be vetted with Town Officials and key stakeholders to build consensus and confirm there are no impacts to future uses of the land in Hatfield. The path will require a permanent easement for public access. This will need to be coordinated during the design process, especially if state and federal funding is being obtain from the State TIP. This could mean the path alignment would need to be shifted away from the current proposed alignment away from an existing dirt trail. The image below shows a potential shift in the alignment that may need to be explored as the design advances.
Department of Planning & Sustainability Ref: 15444.00 June 30, 2022 Page 12
Engineers Scientists Planners Designers
120 Front Street, Suite 500, Worcester, MA 01608 P 508.752.1001 F 401.277.8400 www.vhb.com
2. Rocky Hill Greenway Gap
As the page 1 project location map makes clear, a critical gap along the
Rocky Hill Greenway exists between
Florence Road and Burts Pit Road. Elimination of the gap helps to provide
an active transportation connection
between RK Finn Ryan Road School neighborhood with the New Haven &
Northampton Canal Greenway corridor
and further links to Downtown Northampton. The route between
Florence and Burts Pit Road offers some
significant challenges however include steep topography in some areas, private
property, and the need to run the path
through a dense wooded area. Special consideration should be given to the low
point of Burts Pit Road in this area where
a guardrail lies on both sides of the roadway and a culvert passes under the
roadway. It is not clear on the length of
retaining walls needed if the path was proposed on either the north or south
side of the roadway. This will need to be reviewed more closely with a detailed survey for this area so horizontal and
vertical design elements can be reviewed. As such, a variety of alignment options, some of which function better
than others were reviewed. The Option 1 alignment includes routes through the Emerson Way neighborhood with direct connections southeast to the intersection of Florence Road and the Black Birth Trail. The Option 2 alignment includes routes along the west edge of the study area and connects to the Black Birch Trail via Maple Ridge Road and a 1,200’ segment of Florence Road with a separated shared use path or sidepath. (Note: all route descriptions below run north to south.)
› Option 1A – Direct Off-road Path
Option 1A utilizes a 8’-10’ wide sidepath with 5’ buffer on the north side of Burts Pit Road from the south end of the Rocky Hill Greenway to the emergency vehicle accessway to the Emerson Way subdivision. A new crosswalk and potential RRFB should be considered on Burts Pit Road. From there, a 8’-10’ wide path runs adjacent to the emergency access road and wraps around the north and east portion of the Emerson Way loop in a clockwise direction. At roughly 3:00 o’clock, the path turns east and cuts through the wooded area between the homes fronting Emerson Way and the homes fronting Florence Road. On the approach to Florence Road, the topography
Rocky Hill Greenway Gap Routing Diagram
Department of Planning & Sustainability Ref: 15444.00 June 30, 2022 Page 13
requires multiple switchbacks to meet ADA and connect to Black Birch Trail. The City would need to acquire one of the two properties across the road from Black Birch Trail to complete the switchback connection to Florence Road. Both are typical two-story homes found in the area. Per Zillow.com, the home to the south (705 Florence Road) has
an estimated value of $432,000, while the home to the north (697 Florence Road) has an estimated value of
$466,000. Neither is currently on the market. 2
› Option 1B – Direct On-street Connection
Option 1B also utilizes a 8’-10’ wide sidepath on the north side of Burts Pit Road and a new crosswalk and potential RRFB to reach the emergency access road. Unlike 1A, this option utilizes existing infrastructure and routes bicycles on both the emergency access road and Emerson Way. Pedestrians would utilize the emergency access roadway and the existing sidewalk on the inner ring of the Emerson Way loop. At roughly 3:00 o’clock, the route would utilize the same route to Florence Road as described above. Relative to 1A, Option 1B is anticipated to be lower in construction cost and would likely generate less opposition from Emerson Way residents who may not support the construction of a 8’-10’ wide path on their neighborhood street. For either option however, the City has an trail-related easement through the sub-division.
› Option 1C – South Side of Burts Pit Road Sub-option
Option 1C was studied to determine if crossing Burts Pit Road further west and running the path along the south side would be a better option. This crossing could be located near the existing Rocky Hill North Trail which ends at Burts Pit Road. The study team determined that the sloping embankment on the south side of the road would require a significant length of retaining wall, removal of a higher number of trees (not insignificant on the north side however) and could impact designated wetlands on the south side of the road. This option, therefore, was taken out of consideration when developing the path alignment to a conceptual design level.
› Option 2A – Off-road Path via Maple Ridge Road
Like Option 1A, Option 2A incorporates a 8’-10’ wide shared use path for the entirety of Rocky Hill Greenway Gap. The route crosses Burts Pit Road immediately across from the existing greenway trailhead and runs for roughly 100’ on the south side of Burts Pit, turning south on the undeveloped property east of 768 Burts Pit Road. The path proceeds through the wooded area—incorporating at least one switchback due to grade issues—until reaching the turnaround loop at the end of the Maple Ridge Road cul-de-sac. From the loop to Florence Road, the existing sidewalk is widened to 8’-10’ for use by both pedestrians and bicyclists wishing to avoid the nearby roadway. The route would then run north along Florence Road to access the Black Birch Trail. A significant challenge exists for the Florence Road path alignment on either side. The east side is flatter and with fewer driveways, but utility poles create conflicts. The west side alignment avoids utility poles but will require
2 Note that if Federal funds will be sought, the City of Northampton is not allowed to negotiate for the purchase of either property until 75% design drawings are complete.
View of Florence Road facing south with utility poles on the east side (Google image)
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retaining walls and significant cutting of trees. If the trees are shade trees and in the public way, removal could trigger permitting under the Massachusetts Environmental Policy Act (MEPA). Further study and outreach to local residents will be needed to determine this portion of the alignment.
› Option 2B – On-street Connection via Maple Ridge Road
Option 2B incorporates the Burts Pit Road and emergency access route described in Option 1A/1B above. Prior to entering the Emerson Way loop road however, 2B diverges into the woods and utilizes the Option 2A alignment to reach the Maple Ridge turnaround loop. From the loop to Florence Road, Option 2B assumes bicyclists will feel comfortable using the very low volume roadway, leaving the existing sidewalk for pedestrians. See Option 2A for description of the options from the Maple Ridge/Florence intersection to Black Birch Trail to complete the link.
› Option 2C – West Side of Emerson Way Loop
This option utilizes a similar route as Option 1A/1B but continues counterclockwise on a portion of Emerson Way until roughly 7:00 o’clock. Using a potential easement between 171 and 183 Emerson Way, the route turns south and meets up with the Option 2A/2B route through the wooded area to the west. While 2C meets the route roughly 500’ north of the Maple Ridge Road turnaround loop, Option 2C-alt continues south and connects more directly to the end of cul-de-sac between 223 and 235 Maple Ridge Road. From this location to the Black Birch Trail, Option 2A or 2B would be utilized.
› Option 2D – Avoid Burts Pit Road
This option provides an alternative that utilizes portions of Option 1A/1B without building a path along the north side of Burts Pit Road. Instead, Option 2D—similar to options 2A/2B—crosses Burts Pit further west and runs through the undeveloped parcel east of 768 Burts Pit Road. Rather than continuing south through the wooded area like Option 2A, 2D links to the south end of the emergency access road to the Emerson Way neighborhood. From this point, 2D can be combined with portions of 1A, 1B, or 2C to connect to Florence Road and to the Black Birch Trail.
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Engineers Scientists Planners Designers
120 Front Street, Suite 500, Worcester, MA 01608 P 508.752.1001 F 401.277.8400 www.vhb.com
3. State Hospital Path
Though portions of a path currently exist along the Mill River, the completion of the
State Hospital Path offers a potentially
spectacular link from the former State Hospital neighborhood (and New Haven &
Northampton Canal Greenway) to
Northampton High School and Cooley Dickinson Hospital. To do so requires
overcoming three critical challenges: the
development of a trail bridge over the Mill River, avoiding impact to nearby farmland,
and dealing with steep slopes, floodway or
floodplain, between the former State Hospital neighborhood and the river. This
feasibility study assesses multiple
opportunities to overcome the topography and to cross the Mill River to Federal
Street. Between these two points, the
proposed shared use path incorporates the currently well-used path adjacent to
the Mill River.
› Option A Link – North Alignment
Connecting the path on the west bank of the Mill River with Federal Street on the east side requires a new bridge. Confirmation will be needed to determine if this stretch of the river is a navigable waterway3; regardless, given the height of the riverbanks, the bridge grade can likely remain consistent with the bank on either side. The proposed north crossing for a future bridge would be adjacent to the Old Wireworks Building at 122 Federal Street. The path from the west side of the potential bridge would incorporate a Conservation Easement that the City has previously secured.
3 Should the Mill River be navigable in some manner, a Chapter 91 license would be required from the State (see section 6.1.5).
State Hospital Path Routing Diagram
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› Option B Link – South Alignment
Avoiding potential impact to the adjacent farmland is one argument for utilizing the south bridge alignment option. The south alignment could also incorporate an easement that currently exists on a property between the river and Federal Street. The riverbank height is less advantageous for the development of a trail bridge, requiring a sloped bridge or potential switchback ramps on one or both sides of the bridge.
› Primary Path Alignment
Much of the path alignment runs along the top of the west bank of the Mill River. An early 20th century carriage road currently serves as a shared use path and is especially popular with dog walkers. In some sections, the path lies very close to a significant wash-out at the edge of the river. The future alignment will need to take this into account and ensure enough setback to mitigate or avoid additional erosion of the riverbank. Near the sharp bend in the river adjacent to the former ice pond, the planned route is close to a historic burial ground for the old State Hospital. Archeological analysis will be needed to ensure any future construction does not disturb the burial ground site.
› Option 1 Link – Multiple Switchbacks
The alignment of Option 1 aims to maintain a seamless off-road connection between the primary path alignment and the existing shared use path adjacent to the Village Hill Co-housing. The latter path provides a connection to West Street, the New Haven & Northampton Canal Greenway, and beyond to Downtown Northampton. With a grade change of nearly 60’ between the top of the riverbank and the co-housing site, a series of switchbacks is required in the heavily wooded area.
› Option 2 Link – Incorporate Informal Path
Like Option 1, Option 2 also maintains a seamless off-road connection to the path adjacent to the Village Hill Co-housing. However, Option 2 incorporates a portion of an informal path that runs just north of the Higgins Way loop. This allows for a more-gradual climb up the hill and requires fewer switchbacks to reach the co-housing site.
› Option 3 Link – Higgins Way Connection
Option 3 was studied as a way to make a direct link to Higgins Way. This would eliminate the need to build a longer path through the wooded area to connect to the existing path adjacent to the Village Hill Co-housing. Making a direct connection to Higgins Way would require bicyclists to share the roadway with motor vehicles to access the path to West Street and beyond. Besides this disruption, the path link to Higgins Way is very steep and would not meet ADA standards. For those reasons, Option 3 is not recommended as an option.
Photo of recent washout on the west riverbank adjacent to the existing—and proposed alignment for the—shared use path
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4. Hebert Avenue Path The Hebert Avenue Path project affords
the opportunity to provide a strong connection from the adjacent
neighborhood to the New Haven &
Northampton (NH&N) Canal Greenway. Currently, residents seeking access to the
greenway must travel south to Earle Street
or north to School Street, both a significant distance given the close
proximity of the greenway. A connection
on Hebert Avenue also improves the South Street neighborhood’s access to the West
Street corridor and the Smith College
campus. The presence of the U.S. Army Corps of Engineers (USACE) levee provides
the unique opportunity to build a 8’-10’
wide path along the top. From South Street, the path would follow the public
easement along Hebert Avenue, a private
street. Linking the path to the adjacent NH&N Canal Greenway is the primary
challenge and the team has explored the following options, utilizing information previously prepared in 2008 by the Smith
College Design Clinic (Picker Engineering):
› Option 1 – Embankment Link to NH&N Canal Greenway
Of the two sub-options studied, 1B is the most viable option for linking to the NH&N Canal Greenway by extending the levee grade along an embankment. To provide for maintenance vehicle access to the Eversource-owned gas pumping station building, a small tunnel is needed within the embankment. Option 1A avoids the need for a tunnel but to do so requires both a sloping path grade and maintenance accessway grade that won’t be practical and/or doesn’t meet standards. Although 1A is included in the concept level design graphics, it is not recommended to ultimately become the preferred alternative.
› Option 2 – Bridge Link to NH&N Canal Greenway
The “Option 2” series includes a new trail bridge connecting the Hebert Avenue path to the NH&N Canal Greenway. Option 2A provides a 110’-long bridge west of the gas pumping station and connects to the Greenway at the existing trail bridge (likely a structural engineering challenge). Option 2B provides a 150’-long trail bridge east of the gas pumping station. The 2B bridge would be high enough to accommodate Eversource maintenance vehicles below it. Both bridge options require a wide landing at the junction point so bicyclists, in particular, have space to stop and subsequently merge into the flow of pedestrian and bicycle traffic along the greenway.
Hebert Avenue Path Routing Diagram
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Engineers Scientists Planners Designers
120 Front Street, Suite 500, Worcester, MA 01608 P 508.752.1001 F 401.277.8400 www.vhb.com
5.1 Conceptual Construction Cost Estimates
Estimated or order of magnitude costs to construct the four shared-use path projects described above have been prepared using high-level pricing per linear foot and other unit cost estimates. Prices are generally obtained from the MassDOT Weighted Average Bid Application (WABA) online and other projects that the VHB team has designed.
Because additional design and permitting are necessary before construction can commence, a contingency factor and cost escalation has been applied to account for unknowns. Also, given the nature of the current economic climate,
these construction costs could be high or low. It is recommended that that these costs be updated at a later date if
funding is not immediately pursued following the completion of this study.
The more detailed construction cost estimates have been included as an attachment to this memo. The costs do not
include design or permitting fees. It is noted that permitting could require additional mitigations or design provisions
that might increase costs. These unknowns could be included in the contingency carried but until design is completed the true cost is not known. The estimated costs of completing construction of the most likely options for the four
potential path projects includes:
• Connecticut River Greenway (CRG) (1.3 miles off road with bridges): $6,200,000
• Rocky Hill Greenway
o Option 1A (1.0 mile with 1,900 feet on-road): $2,010,000
o Option 2A (1.3 miles with 2,320 feet on-road): $2,610,000
o Option 2C (1.4 miles with 4,000 feet on-road): $1,600,000
• State Hospital Path
o Option 1 (1.2 miles off road with a bridge): $3,700,000
o Option 2 (0.9 miles off road): $2,700,000
o Option 3 (0.9 miles off road): $3,700,000
• Hebert Avenue Path
o Option 1B (1,125 feet total with 300 feet on-road): $620,000
o Option 2A (1,125 feet total with 300 feet on-road): $994,000
o Option 2B (1,125 feet total with 300 feet on-road): $1,270,000
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6.1 General Applicable Environmental Due Diligence
This Feasibility Study was developed using data provided by the Massachusetts Office of Geographic Information
(MassGIS) and other data provided by the City of Northampton. The data and plans are a compilation of information acquired from a broad base of public and private agencies and serves as a useful tool for the purposes of planning
and assessing potential suitability of the four shared use path projects. The preliminary findings below are useful for
anticipating permitting requirements for the proposed alternatives. Further research, field survey, and early coordination with the various permitting agencies will be needed to verify the findings of this report before
proceeding to the next steps in the design process. Some funding sources could also trigger additional permitting
needs. The following is a list of some of the anticipated environmental impacts of the proposed shared use path
projects will likely include:
› Right of Way Acquisition
› Air Quality Impacts
› Noise Impacts
› Public Utility Impacts
› Other Outstanding Environmental Impacts
o Impacts to Water Resources
o Impacts to Wetlands
o 100-year Floodplain Impacts (or Floodway Impacts)
o Certified Vernal Pools (or local Vernal Pools)
o Parklands or Conservation Restriction (CR) Impacts
o Hazardous Waste Sites
o Threatened or Endangered Species (NHESP)
o MassDEP Approved Wellhead Protection Area
o National Register Historic District and/or Property
o Public Facilities Connections
o Visual Impacts
› Environmental Justice Impacts – through the Massachusetts Environmental Policy Act (MEPA)
6.1.1 Right-of-Way Acquisition Right of way for each of the four path projects include the following:
Connecticut River Greenway: the path runs through land co-owned by the City of Northampton (which specifically allows a path) and the Town of Hatfield. Small segments within the railroad ROW are owned by the state as well. The on-street segment along River Run lies within an easement held by the City of Northampton.
Rocky Hill Greenway Gap: some portions of the shared use path lie within public ROW along Burts Pit Road, Florence Road, and Maple Ridge Road. Although Emerson Way is a private street, the City of Northampton owns an easement for a trail through the subdivision. Additional easements and/or outright purchase of residential properties in the area will be required to connect the end of the Rocky Hill Greenway a Burts Pit Road to the Black Birch Trail. In particular, either 697 Florence Road or 705 Florence Road would be an ideal location to provide the necessary switchbacks for the path connection to Black Birch Trail.
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State Hospital Path: Because 100% of the future project would be off-road, no ROW impacts are expected. The alignment options take advantage of the existing path along the Mill River, and a Conservation Restriction (CR) Easement intended to help protect the nearby agricultural land. Some modifications to the CR could be required but will need to be investigated.
Hebert Avenue Path: The on-street segment of the path runs along a public easement on the private road (see photo on page 5). The portion of the path along the top of the dike will require coordination with the USACE.
6.1.2 Air Quality Impacts Air quality in the four study areas would not be substantially affected by project construction because of the temporary nature of construction and the confined rights-of-way involved. Note that an air quality analysis has not been performed as part of this report nor is it deemed to be needed.
6.1.3 Noise Impacts Construction activities would result in a moderate but temporary noise impact to receptors at various locations adjacent to proposed path routes. Noise levels would vary depending on the type and number of pieces of equipment active at any one time. Noise impacts during construction can be mitigated by limiting the construction time periods.
6.1.4 Public Utility Impacts See each project description in section 4.1 for impact to utilities (which in most cases is very limited) but the location of utility poles within close proximity of a shared use path would need to be reviewed. In most cases when one utility pole is impacted, two other poles also need to be moved typically. This is to keep overhead wires in alignment for which guy wires/ push poles are needed to offset any overhead wire tensions due to abrupt overhead wire angles as a result of pole relocations.
6.1.5 Chapter 91 License It is VHB’s understanding that the Mill River could be considered navigable and therefore any new pedestrian/ bicycle bridge over this waterway might need a Chapter 91 License. This would be issued by the Department of Environmental Protection (DEP). This requirement will need to be confirmed during the design process for the State Hospital Path. The Connectictut River Greenway proposed bridge(s) are not anticipated to cross the navigable portions of the Connecticut River however.
6.1.6 Other Outstanding Environmental Impacts The matrix below highlights the environmental and permitting issues that are anticipated to be most relevant for the four shared use path project sites. Definitions for each issue is in the following section of this report.
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6.1.7 Environmental / Permitting Issue Definitions
• Impacts to Water Resources: Massachusetts Department of Environmental Protection (DEP) has designated
certain waters for protection based on their outstanding socio-economic, recreational, ecological and/or
aesthetic values.
• Impacts to Wetlands: Some of the path projects will likely impact wetland resource areas regulated by the
Massachusetts Wetlands Protection Act (WPA). Wetlands meeting the regulatory definition are subject to jurisdiction under Sections 401 and 404 of the federal Clean Water Act. All wetland resource areas identified at
the site are subject to federal jurisdiction. It is noted that online wetland resource areas don’t always match up
with field investigations. Wetland delineations and investigations for each project will need to be considered
as each design advances.
Under Section 401, projects which fill less than 5,000 square feet of federally regulated wetlands do not
require an individual 401 Water Quality Certification provided that the work is done with a valid Order of Conditions and that 1:1 wetland replacement is provided. Projects filling greater than 5,000 square feet of
federally regulated wetlands require an individual 401 Water Quality Certification. Currently, if a trail project
has over 5,000 square feet of wetland impacts it cannot be permitted, however. This is being reviewed closely by State Officials as most trail projects are now proposed within wood areas, meaning the old railbed trails
have mostly be constructed.
Pursuant to Section 404 of the Clean Water Act, the placement of fill material and other alterations within federally regulated wetlands requires authorization from the USACE. Projects filling less than 1-acre of federal
wetlands may be covered under the Massachusetts General Permit (GP). Projects eligible for coverage under
the GP may be automatic (non-reporting) if total wetland impacts are less than 5,000 square feet. Projects
LEGEND
X: no impact
P: partial impact
S: significant impact
Environmental / Permitting Issue Connecticut River
Greenway
Rocky Hill
Greenway Gap State Hospital Path Hebert Avenue
Path
Impacts to Water Resources P X S P
Impacts to Wetlands P X P P
100-year Floodplain Impacts P X S X
Certified Vernal Pools X X P X
Parkland Impacts X X X X
Hazardous Waste Sites X X X X
Threatened or Endangered Species (NHESP) S X S S
MassDEP Approved Wellhead Protection Area (Zone II)X X X X
National Register Districts X X X X
Public Facilities Connections P P P P
Visual Impacts P P S P
Environmental Due Diligence Matrix
Northampton Shared Use Paths Feasibility Study
Department of Planning & Sustainability Ref: 15444.00 June 30, 2022 Page 22
filling 5,000 square feet to one acre are classified are reviewed by the USACE and other federal agencies to determine if the project meets the conditions of the GP. Alterations to regulated wetlands in excess of 1-acre are not eligible for the GP and require an Individual Permit.
Any alteration or work proposed within the state and locally regulated wetlands would be limited to 5,000 square feet of alteration unless the proposed work qualified as a "limited project" (310 CMR 10.53), such as an
Ecological Restoration limited project. A Notice of Intent (NOI) would need to be filed with the Northampton
Conservation Commission under the WPA and Bylaw for approval of alteration of a wetland resource area. Any wetlands alterations on the site will require 1:1 wetland replication that meets applicable performance
standards. It is noted that currently trails are not considered to be eligible as a limited project, see above.
• 100-year Floodplain Impacts: Based on the MassGIS database, two of the four study areas are within the
Federal Emergency Management Agency (FEMA)100-year floodplain and a regulatory floodway.
• Certified Vernal Pools: Based on the MassGIS database, proposed work in only one of the four study areas
may impact certified or potential vernal pools as identified by the Massachusetts Natural Heritage and Endangered Species Program (NHESP). Local vernal pools will also need to be considered if applicable. These
are sometimes not mapped in the online resources.
• Parkland Impacts: None of the proposed path projects have a direct impact on publicly-owned parkland, however, the State Hospital Path alignment does fall within a Conservation Restriction (CR).
• Hazardous Waste Sites: The DEP’s Bureau of Waste Site Cleanup (BWSC) maintains a database of all reported
releases of oil or hazardous material into the environment and Hazardous Material Sites with Activity and Use Limitation (AUL). The AUL is a legal document that identifies activities and uses of the property that may or
may not occur and the owner’s obligation and maintenance conditions that must be followed to ensure the
safe use of the property. Based on the MassGIS database, there are no known hazardous materials sites in the direct vicinity of the four shared use paths.
• Threatened or Endangered Species (NHESP): NHESP maintains a database of the habitats of State-listed
rare species in Massachusetts based on observations documented in the last 25 years. Based on the MassGIS database 2017 Edition of the Massachusetts Natural Heritage Atlas, there are NHESP Priority Habitat of Rare
Species and Estimated Habitat of Rare Wildlife located within three of the four study areas. Work will require
review under the Massachusetts Endangered Species Act (MESA). The WPA NOI will be reviewed by NHESP to determine if the project needs to be conditioned to avoid impacting rare species. A letter can be sent to
NHESP requesting clarification on the species that are located within the project limits. This is sometimes done early-on during the design process, such as the MassDOT TIP. Other times it is coordinated with the NOI submission as noted above.
• MassDEP Approved Wellhead Protection Area (Zone III): Wellhead protection areas are important for protecting the recharge area around public water supply (PWS) groundwater sources. A Zone II is a wellhead protection area that has been determined by hydro-geologic modeling and approved by the DEP’s Drinking
Water Program (DWP). A Zone II classification is that area of an aquifer which contributes water to a well under the most severe pumping and recharge conditions that can be realistically anticipated (180 days of pumping at approved yield, with no recharge from precipitation). These do not appear to be within the
project limits but will need to be confirmed if design advances.
A Zone I is the area closest to the well and is defined protective radius needed around a public water supply (PWS) well or wellfield. The PWS groundwater source locations are buffered to produce the Zone I area. Buffer
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radii values are determined from pumping rate information as provided by the MassDEP DWP and vary
between 100’-400’.
Based on the MassGIS database, portions of the proposed alignment will be located within a both Zone I and
Zone II Approved Wellhead Protection Areas. Field verification of the well location and confirmation of the Zone I buffer is recommended, as GIS delineations are advisory only and there are conservation restrictions on
the land uses and activities allowed in a Zone I protection area.
• National Register Districts: The historic resources considered in this analysis are included in the Massachusetts Cultural Resource Information System (MACRIS) maintained by the Massachusetts Historical
Commission (MHC). They include buildings, burial grounds, structures, and objects as well as areas and
districts recognized by the National Register of Historic Places and local historic and preservationist agencies.
The MassGIS database indicates the four study areas are outside of any National Registered Historic Districts.
• Public Facilities Connections: All four of the shared use path projects provide connections to public streets,
and in some cases, publicly accessible trails (e.g., the Rocky Hill Greenway and the New Haven &
Northampton Canal Greenway).
• Visual Impacts: The project proposes to construct a path along existing gravel access roads and roadways
where feasible and proposes to occupy cleared Right of Ways (ROWs) where possible but widening is required for on-street accommodations and buffered shared use path. In addition, some tree and brush clearing will be
necessary to complete construction.
6.1.8 Environmental Justice According to the MassGIS database,
three of the four shared use path corridors run through areas identified as
Environmental Justice Zones by the
Massachusetts Executive Office of Energy and Environmental Affairs. The
Connecticut River Greenway (#1), the
Hebert Avenue path (#4), and a portion of the State Hospital Path (#3) pass
through communities designated as
“Minority and Income” (defined in the map Legend as right). If the City of
Northampton were to pursue funding
for the implementation of projects #1, #3, or #4, additional permitting would
be required. As of January 1, 2022,
MEPA’s new policy requires a mandatory Environmental Impact Report (EIR) for
projects that trigger a MEPA threshold
for filing an Environmental Notification Form (ENF). The EIR is intended to describe mitigation measures to protect the nearby EJ communities from additional
negative impact of the infrastructure improvement project to their surrounding environment.
Environmental Justice Map of Northampton, showing the four project sites (source: https://mass-eoeea.maps.arcgis.com)
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7.1 Next Steps
The specific path alignment options for the four project areas may deviate from what has been proposed in this feasibility study, especially after more detailed or supplemental surveys are conducted to locate trees, wetlands, and other features. In addition, each project will likely require further public review and acceptance as the designs progress. Recommendations for Next Steps in the design process include:
• City Consensus: The City of Northampton officially endorse a route alternative, as developed, for each shared use path site.
• Right-of-Way: The City may want to secure any additional right-of-way agreements/easements from affected
private property owners and other agency landowners. If funding is awarded through the STIP, such as the Connecticut River Greenway, a strict state/ federal process must be followed for securing rights of way. The securing of easements or property is especially critical for the Florence Road properties that could provide
the necessary link for the Rocky Hill Greenway through Burts Pit Road to the existing Rocky Hill Greenway North.
• MEPA Permitting: If required, which would need to be determined based on design calculated impacts and or
funding sources, the City could need to prepare and submit an Environmental Notification Form (ENF). For projects seeking funding through the STIP, there is a timeline as to when this would occur. If an ENF is triggered, three of the four path projects fall within Environmental Justice (EJ) areas as noted above and there
is now an additional step following the ENF submission to address EJ areas. Anticipated cost of the initial ENF preparation and submission might range from $15,000 to $25,000. The cost to coordinate the subsequent EJ
portion is unknown since there have not been many projects that have navigated this new guideline.
• CT River Greenway: Additional coordination is needed with the Town of Hatfield on the path alignment that falls within the Town’s jurisdiction. STA 9+50 to roughly STA 20+00 in the CAD plans (see Appendix) may
need alignment adjustments to address any future public or Town Stakeholder concerns. This will keep the alignment in land that the City of Northampton has controlling interests and/or has less of an impact in the Town of Hatfield. This could require a short bridge crossing over a deep drainage ravine between STA 17+00
and STA 18+00.
• Construction and Design Funds:
o Seek funding through the STIP (2022 – completed for the Connecticut River Greenway).
o Seek funding for design through MassTrails (2022 – completed and awarded).
o Pending confirmation of the necessary environmental permitting, the City could seek to obtain funding for design and construction from programs such as the MassTrails Grant program or other infrastructure bills for non-motorized transportation. Most of these funding sources have set timeframes to spend funding. The STIP works environmental permitting into the design process leading up to the award of funding.
o The City would be responsible for oversight of the design, permitting, right-of-way, construction and future maintenance. If funding is through the STIP, construction is managed by MassDOT, however the City would be responsible to fund part-time construction phase services of a designer for shop drawings, etc.