Green Fitchburg

Environmental Learning Area

GREEN FITCHBURG: GREEN FITCHBURG: OPPORTUNITIES, STRATEGIES AND VISIONS FOR THE FUTURE Opportunities, Strategies and Visions for the Future Landscape Sustainability Studio University of Massachusetts, Amherst Professor Jack Ahern, Ph.D., FASLA May 2009

Department of Landscape Architecture and Regional Planning Masters in Landscape Architecture Program

Spring 2009

ACKNOWLEDGMENTS The professor and students are grateful for the opportunity to work with the talented and dedicated leadership of the City of Fitchburg.

City of Fitchburg Participants Lisa A. Wong, Mayor David Streb, Director, Planning / Community Development Mike O’Hara, Principal Planner, Planning / Community Development

Additional Participants Ralph Baker, Director, Nashua River Watershed Association and Member, Fitchburg Greenway Committee Al Futterman, Land Programs and OUTREACH Director, Nashua River Watershed Association Janet Morrison, Executive Director, North County Land Trust Marion Stoddart, Director, Nashua River Watershed Association

Project Instructor Jack Ahern, Ph.D., FASLA Department of Landscape Architecture and Regional Planning University of Massachusetts – Amherst Amherst, MA 01003 jfa@larp.umass.edu

Landscape Sustainability Studio Participants: University of Massachusetts Amherst First Year Masters of Landscape Architecture (MLA) Students The North Nashua River Corridor Mary Dehais, Seth Morrow and Kate Tooke Downtown Fitchburg Kevin Marshall, Tony Sillari and Owen White The Water Street (Route 12) Corridor John Hulsey, Pamela Landi and Adam Monroy

GIS Assistant Chingwen Chen

Cover Design and Graphics Mary Dehais, Pamela Landi and Kate Tooke

Report Editors Mary Dehais and Pamela Landi

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TABLE OF CONTENTS Executive Summary

2

The Studio Process Visions, Objectives and Recommendations The North Nashua River Corridor Downtown Fitchburg The Water Street (Route 2) Corridor

2 3 3 4 5

Chapter 1: History A Natural History of Fitchburg A Cultural History of Fitchburg Settlement 19th Century Immigrant Neighborhoods Fitchburg in the 19th Century Contemporary Trends of Fitchburg Social and Cultural Trends Economic and Land Use Trends and Conditions Environmental Trends and Conditions

8 13 13 15 17 20 20 23 25

Chapter 2: The North Nashua River Corridor Introduction River Inventory Steamline Trail Extensions Central Steam Plant Downtown River Corridor Conclusion

30 30 33 38 42 47

Chapter 3: Downtown Fitchburg Introduction Downtown Inventory Recommended Actions Proposed Strategies/Designs Upper Common Bijou Theatre Lot Verizon Building Lower Main Street Conclusion

50 50 57 58 59 61 62 64 67

Chapter 4: Water Street (Route 12 Corridor) Introduction Fitchburg’s Front Porch Water Street Corridor Inventory Assets Challenges

70 70 71 72 73 iv

TABLE OF CONTENTS Water Street Corridor Recommended Actions Twin City Rail Trail Rail Trail Inventory Proposed Design Strategies Conclusion The Patch Neighborhood Assets and Challenges Proposed Design Strategies Concept One: Link Neighborhood with Proposed Twin City Rail Trail Concept Two: Improve Parks Concept Three: Create Living Streets - Green Alleys Concept Four: Reuse Vacant Lots - Gateway at Water and 3rd Streets Conclusion

75 78 79 82 87 88 91 91 94 95 96 97 100

Chapter 5: A Green Future Vision for Fitchburg

102

Appendices

108

Resources Print Sources Electronic Sources Census Sources

122 123 125

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APPENDICES A-1: A-2: A-3: A-4: A-5: A-6: A-7:

Charles River Greenway “The Chicago Green Alley Handbook” Low Impact Development Urban Biodiversity, BioMap and Living Waters Projects Urban Greenways Seattle’s “Open Spaces 2100 Plan” Philadelphia Green Vacant Land Restoration and Management

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FIGURES AND TABLES Executive Summary Figure ES-1: Figure ES-2: Figure ES-3: Figure ES-4:

Green Infrastructure Networks Proposed River Access Ramp in Downtown Fitchburg Proposed Rain Garden in Upper Common in Downtown Fitchburg Proposed Bicycle Lane for the Patch Neighborhood

Chapter 1: History Figure 1-1: Figure 1-2: Figure 1-3: Figure 1-4: Figure 1-5: Figure 1-6: Figure 1-7: Figure 1-8: Figure 1-9: Figure 1-10: Figure 1-11: Figure 1-12: Figure 1-13: Figure 1-14: Figure 1-15: Figure 1-16: Figure 1-17: Figure 1-18: Figure 1-19: Figure 1-20: Figure 1-21: Figure 1-22: Figure 1-23: Figure 1-24: Figure 1-25: Figure 1-26: Figure 1-27: Figure 1-28: Figure 1-29: Figure 1-30: Figure 1-31: Figure 1-32: Figure 1-33: Figure 1-34: Figure 1-35: Figure 1-36:

Bedrock Map of Massachusetts Fitchburg’s Bedrock Geology Rollstone Hill Laurentide Ice Sheet Coverage of North America Fitchburg’s Surface Geology Old Growth Spruce-Fir Forest Massive Forest Mortality Forest Disturbance Historic Trends in Population/Forestation Relationships Transitional Hardwood Forest Typical Wigwam King Phillip Early European Structure Early Fitchburg Settlement Rocky Hillside of Fitchburg Fitchburg Village in 1830 19th Century Immigrant Neighborhoods Fitchburg Paper Company Waites Corners Mills Parkhill Mill Fitchburg Railroad Train Fitchburg’s Downtown in 1882 Main Street in the 1870’s Wallace Library in 1922 The Phoenix in 1922 The Johnsonia City Hall C. 1900 Stores on Main Street Upper Common on Main Street Persons per Square Mile, Fitchburg, MA Fitchburg Population Median Household Income & Age Riverfront Park, Before and After St. Bernard’s Church Stratton Playhouse 2008 Longsjo Classic Bicycle Race vii

FIGURES AND TABLES Chapter 1: History (continued) Figure 1-37: Figure 1-38: Figure 1-39: Figure 1-40: Table 1-1: Figure 1-41: Figure 1-42: Figure 1-43:

Autumn Airfest Solar Panels Harness the Energy of the Sun atop Mass Information Center Putnam Place Business and Industrial Center Land Use 1999 Land Protected from Future Development Diagram of a Combined Sewer Overflow (CSO) CSO, The North Nashua River near Downtown Fitchburg Limited Green Space in Older Residential Area on Water Street

Chapter 2: The North Nashua River Corridor Figure 2-1: Figure 2-2: Figure 2-3: Figure 2-4: Figure 2-5: Figure 2-6: Figure 2-7: Figure 2-8: Figure 2-9: Figure 2-10: Figure 2-11: Figure 2-12: Figure 2-13: Figure 2-14: Figure 2-15: Figure 2-16: Figure 2-17: Figure 2-18: Figure 2-19: Figure 2-20: Figure 2-21: Figure 2-22: Figure 2-23: Figure 2-24: Figure 2-25: Figure 2-26: Figure 2-27: Figure 2-28: Figure 2-29: Figure 2-30: Figure 2-31:

Rollstone Quarry Granite Stone Bridge Fitchburg Percent Land Use 1999 Nashua River Corridor – Land Use 1999 Fitchburg Property Ownership Entrance to Existing Steamline Trail Beginning of Steamline Trail Plan of Downstream Steamline Trail Extension Alternate Trail Construction Methods for Sloping Conditions Plan of Upstream Steamline Trail Extension Bridge Over Flagg Brook from End of Existing Steamline Trail Connection to Princeton Road from Existing Steamline Trail and Proposed Extension Trail Passage Through 1846 Granite Tunnel Steel Grate Bridge Over Flagg Brook Development of a Continuous Trail Concept Map in Fitchburg Bird’s Eye View of Central Steam Plant Landscape Renovation Plan for e4us Center Gateway into e4us Center and Steamline Trail e4us Center Terraced Patio Illustration of Outdoor Learning Environment Industrial Sculpture at Schöneberger Südgelände Nature-Park Metal Pathway at Schöneberger Südgelände Nature-Park Downtown River Corridor Analysis Riverfront Park Enhancement View Northwest Riverfront Park Enhancement View East Proposed Continuous Trail Downtown Typical Access Section of Boardwalk Narrow Section of Boardwalk Possible Stair and Ramp Solutions for Surmounting Floodwalls Typical Riverbed Blue Trail Section Elevated Structure Blue Trail Section Typical Section of On-Street Trail viii

FIGURES AND TABLES Chapter 3: Downtown Fitchburg Figure 3-1: Figure 3-2: Figure 3-3: Figure 3-4: Figure 3-5: Figure 3-6: Figure 3-7: Figure 3-8: Figure 3-9: Figure 3-10: Figure 3-11: Figure 3-12: Figure 3-13: Figure 3-14: Figure 3-15: Figure 3-16: Figure 3-17: Figure 3-18: Figure 3-19: Figure 3-20: Figure 3-21: Figure 3-22: Figure 3-23: Figure 3-24:

Percentage of Trips to Downtown Fitchburg per Week Reasons to Travel to Downtown Fitchburg Survey Results Concerning Security and Safety in Downtown Fitchburg Breakdown of Security and Safety Concerns Daily Traffic Volume in Downtown Fitchburg Downtown Fitchburg Business Types Downtown Fitchburg Off-Street Parking Location of Catch Basins and Direction of Water Flow Plan – Existing and Proposed Trees in Downtown Fitchburg Plan of Proposed Designs for Downtown Fitchburg Cross section of a Rain Garden Proposed Rain Garden Location – Upper Common Section A - Existing Conditions on Main Street between the Fitchburg Sentinel Building and the Longsjo Building Section B - Proposed Redesign of Main Street between the Fitchburg Sentinel Building and the Longsjo Building Plan View of Proposed Rain Garden Below the Upper Common Fairhaven Village Green (Covered Pergola) Fairhaven Village Green (Projection Screen) Proposed Rain Garden Location – Verizon Building Section A - Existing Conditions on Main Street between the Verizon Building and Fidelity Bank Section B - Proposed Redesign of Main Street between the Verizon Building and Fidelity Bank Plan of Proposed Green Infrastructure for Lower Section of Main Street Pedestrian Bulbout with Covered Bicycle Parking Examples of Pedestrian Crosswalk Designs and Elements Improved Storefront at 475 and 477 Main Street

Chapter 4: The Water Street (Route 12) Corridor Figure 4-1: Figure 4-2: Figure 4-3: Figure 4-4: Figure 4-5: Figure 4-6: Figure 4-7: Figure 4-8: Figure 4-9: Figure 4-10: Figure 4-11: Figure 4-12:

Water Street Context Map Neighborhoods and Commercial Enterprises along Water Street Family Cafe on Water Street Water Street Assets Grouped Commercial Map Water Street Looking South Impervious Surface Map Central Plaza Street Tree Canopy Concept Map for Water Street Water Street with Proposed Street Trees Commercial Parking Lot Improvements, Water Street Looking North ix

FIGURES AND TABLES Chapter 4: The Water Street (Route 12) Corridor (continued) Figure 4-13: Figure 4-14: Figure 4-15: Figure 4-16: Figure 4-17: Figure 4-18: Figure 4-19: Figure 4-20: Figure 4-21: Figure 4-22: Figure 4-23: Figure 4-24: Figure 4-25: Figure 4-26: Figure 4-27: Figure 4-28: Figure 4-29: Figure 4-30: Figure 4-31: Figure 4-32: Figure 4-33: Figure 4-34: Figure 4-35: Figure 4-36: Figure 4-37: Figure 4-38: Figure 4-39: Figure 4-40: Figure 4-41: Figure 4-42: Figure 4-43: Figure 4-44: Figure 4-45: Figure 4-46: Figure 4-47: Figure 4-48: Figure 4-49: Figure 4-50:

Area #1 on Concept Map - Proposed Designs for Rain Gardens, Street Trees and Views Related to Commercial Lots Area #2 on Concept Map - Proposed Designs for Street Trees, Vacant Lots and Gateways Twin Cities Rail Trail Location Map Rail Trail Assets Potential Trailhead Parking Lot Behind the Haunted Mansion Potential Access Point at Devlin Street View from Rail Trail Overlooking Arden Mill Site to North Nashua River Rail Trail Challenges Rail Trail Adjacent to the Recycling Center Photosimulation of Potential Rail Trail Layout Street Crossing at Duck Mill Road Rail Trail Approaching Bemis Road Intersection with Water Street Photosimulation of Neighborhood Access Point at Devlin Street Potential Overlook of Floodplain, River, Falls, and Bridge, Obstructed by Overgrowth View of Same Waterfall in Figure 4-26, Now Revealed Photosimulation of Rail Trail adjacent to the Recycling Center Photosimulation of Rail Trail between Halloween Costume World and the Trailhead Parking Lot String of Pearls Photo Collage of Patch Neighborhood St. Bernard’s and Rectory Patch Neighborhood Context Map Edge Characteristics Topographic Diagram Grid Layout Middle Lane Between 3rd & 4th Persons per Square Mile by Block Impervious Surfaces Patch Neighborhood Challenges & Assets Concept Diagram – Patch Neighborhood 1st & Railroad Streets - Before and After 4th and Railroad Streets - Before and After City Park at Railroad and 1st Streets - Before and After Middle Street Between 1st & 2nd Looking East - Before and After Railroad Street & 1st Looking South 2nd Street Looking West - Before and After Water Street & 3rd Looking West - Before and After Community Garden Concept in the Patch Neighborhood Concept Summary Diagram – Patch Neighborhood

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EXECUTIVE SUMMARY

The benefits of green infrastructure are numerous.

Green infrastructure can be an effective and cost-efficient alternative to traditional forms of infrastructure. Efficient use of green infrastructure can reduce energy usage through passive heating and cooling; filter air and water pollutants; decrease solar heat gain; provide wildlife habitat; naturally manage stormwater, reduce the risk of flooding and improve water quality; offer food sources; and stabilize soil to prevent or reduce erosion. Green infrastructure is crucial to combating climate change, creating healthy built environments, and improving quality of life.

This study addresses two related goals of the City of Fitchburg: to address issues related to city image and to become a more economically competitive city. One means of achieving these goals is to invest in a new green infrastructure. To that end, graduate students of Landscape Architecture at the University of Massachusetts-Amherst participating in the Landscape Sustainability Studio, led by Professor Jack Ahern, have prepared this report recommending a suite of potential actions to enhance Fitchburg’s green infrastructure for the City’s benefit and consideration.

One example of green infrastructure is a bioswale, which captures stormwater at or near the source and directs it from a paved surface into a planted area where sediments are allowed to settle, some pollutants are taken up by the plants, and the water percolates into the groundwater table. The bioswale is an alternative to a conventional, conveyance-based storm drainage system that directs runoff into a pipe, discharges high-velocity untreated runoff directly into a stream, increases the receiving stream’s pollution, turbidity and flood potential, which overall degrades the stream habitat to the detriment of humans and wildlife.

What is Green Infrastructure?

Green Infrastructure is a concept that originated in the United States in the mid-1990s and highlights the importance of the natural environment, and natural processes provided by the built environment, when making decisions about land use planning. More specifically, green infrastructure combines to form an interconnected network of open spaces and natural areas, such as greenways, wetlands, parks, street trees, forest preserves and native plant vegetation, that work together to sustain ecological values and functions over time (See Figure ES-1). Healthy functioning natural or restored ecological systems are essential to ensuring the availability of the network’s ecological services.

Green infrastructure projects also foster community cohesiveness and can build a positive community identity by engaging all residents in the planning, planting and maintenance of sites.

The Studio Process The studio aimed to apply the concept of green infrastructure to three specific study areas identified by the City of Fitchburg as areas of concern. The graduate students explored case studies that described how green infrastructure has been implemented in other communities and how it could be adapted to Fitchburg. The study also investigated Fitchburg’s past: its natural history, human and cultural history, and current trends to help the students fully understand the city. In addition, the students met as a group on two occasions with the Office of the Mayor, and the Office of Community Development, as well as interested members of the public: first, to listen to the issues identified by the City that needed to be addressed; and second, to present draft recommendations of our findings and preliminary design ideas.

Figure ES-1: Green Infrastructure Networks (http:// www.greeninfrastructure.net/content/definitiongreen-infrastructure)

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The City identified three specific areas of concern that are addressed in this report:

To realize these goals and objectives, we recommend: 1. Extend the Steamline Trail upstream to Mill #1 and downstream to Mill #3 • Construct a steel grate-decked bridge across the river • Construct a cantilevered deck upon the concrete ledge beneath the railroad underpass 2. Rehabilitate the Steam Plant as an Environmental Education Center • Increase and enhance the parking lot • Provide universal access to the facility • Enhancement of the grounds, including wetlands and terrace overlook 3. Create a riverside trail through Downtown Fitchburg • Move floodwall separating Riverfront Park from the river • Construct a blue trail within the floodplain, where appropriate (Figure ES-2) • Construct a trail on top of floodwalls, where appropriate • Reconfigure street layouts to accommodate a continuous, interconnected system of street, blue, and floodwall trails 4. Utilize a consistent aesthetic and design for trail system amenities and wayfinding

1. The North Nashua River Corridor 2. Downtown Fitchburg 3. The Water Street (Route 12) Corridor Each group of students developed specific plans and designs for green infrastructure in these study areas.

Visions, Objectives and Recommendations The North Nashua River Corridor The operating vision for this river corridor was to ensure that the North Nashua River is a clean, beautiful and accessible main artery through Fitchburg, linking the city’s cultural resources and providing opportunities for recreation and enjoyment. To support this vision, we pursued several objectives: identify challenges and opportunities for a continuous trail system along the North Nashua River Corridor; design detailed solutions to specific problems; and identify construction/implementation funding resources.

Figure ES-2: Proposed river access ramp in Downtown Fitchburg 3

Downtown Fitchburg

To realize these goals and objectives, we recommend:

The operating vision for the downtown is to restore and revitalize Main Street with green infrastructure to ensure it becomes a more pedestrian-friendly, economically rich, and environmentally sustainable resource for Fitchburg’s citizens and businesses. To support this vision, we pursued several objectives: slow traffic and reconfigure parking; collect, slow, and infiltrate stormwater runoff with new street trees and plantings; reduce summer heat gain to reduce energy consumption and make Downtown more desirable to visit; increase pedestrian traffic Downtown to promote business vitality and social interaction; improve storefront visibility; and improve the aesthetic appearance of Downtown.

1. Reconfigure the street layout in Main Street • Install angled parking in front of the Federal Building • Widen sidewalks to accommodate sidewalk dining and other commercial uses • Enhance crosswalks to slow traffic and ensure pedestrian safety • Install rain gardens to reduce stormwater runoff (Figure ES-3) • Plant street trees to provide shade, reduce stormwater, and clean the air 2. Redesign the vacant lot west of the theater • Install universal access from the parking level to the sidewalk • Construct a children’s playground to attract more families to Downtown 3. Provide safer corridors from parking garages to Main Street • Install more light fixtures along streets and alleys • Increase police presence with foot patrols

Figure ES-3: Proposed rain garden in Upper Common in Downtown Fitchburg

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The Water Street (Route 12) Corridor

• Construct a paved trail connecting Leominster to Downtown Fitchburg within the railroad right-of-way and through The Patch Neighborhood • Plant native trees and shrubs to provide shade and enhance attractive views, while screening unattractive views from the trail • Provide trailhead parking areas and neighborhood access along the trail • Construct raised crosswalks to slow conflicting traffic and enhance safety • Consider the uses of adjacent properties to create amenities for, preserve views from, and connect the river to the trail 3. Promote the redevelopment of Fitchburg’s older neighborhoods by installing green infrastructure in The Patch Neighborhood • Rehabilitate the park at 1st and Railroad Streets • Redesign selected streets in the neighborhood as Living Streets (Figure ES-4) • Redevelop certain properties to provide community gardens.

• Centralize public open space at Middle Street between 1st and 2nd Streets • Excavate and reconstruct the tunnel at 1st and Railroad Streets to provide universal access to Downtown • Construct rain gardens to reduce and remove contaminants from street and driveway stormwater runoff • Develop a vacant land reclamation program (See Appendix A-7)

The operating vision for the Water Street corridor is to build Fitchburg a new 'Front Porch' and paint it green.

To support this vision, we pursued several objectives: promote green infrastructure along Water Street; improve the visual aesthetic of Water Street so that visitors entering Fitchburg will see an economically vital neighborhood; develop greater connectivity between Downtown Fitchburg and Leominster by providing a variety of efficient transportation alternatives; and to showcase the Patch neighborhood as a case study to apply green infrastructure to build neighborhood identity and pride.

To realize these goals and objectives, we recommend: 1. Install green infrastructure within and adjacent to the street layout of Water Street • Promote co-operation of business owners with large street frontages to create neighborhood image • Reduce open curb cuts and improve sidewalks to increase automobile and pedestrian safety • Construct rain gardens to reduce and remove contaminants from street and parking lot stormwater runoff • Plant street trees to provide shade, reduce stormwater, and clean the air 2. Develop the Twin Cities Rail Trail as a separate-grade facility paralleling Water Street for pedestrians and non-motorized vehicles

Figure ES-4: Proposed bicycle lane for the Patch neighborhood

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CHAPTER 1: HISTORY

CHAPTER 1: HISTORY

into sedimentary rocks. During the next orogeny, these sedimentary rocks warped, folded and metamorphosed under the pressure of the continental collision. During the Cretaceous period, about 100 million years ago, continental rifting opened the present Atlantic Ocean, leaving behind most of the bedrock we currently see in New England.

The bedrock map of Massachusetts in Figure 1-1 reflects the cyclical history of mountain building and erosion experienced by present-day New England.

The north-south alignment of rock types shows that multiple collisions occurred along a north-south axis, with some of the older rocks further inland. For example, the Stockbridge and Tyringham formations which make up much of the Berkshire Mountains date from the Precambrian and Cambrian eras, more than 500 million years ago, while the rocks in central Massachusetts date primarily from the Devonian and Silurian eras, between 360 and 438 million years ago.

One major exception to this trend is the Connecticut River Valley, which opened as a rift zone in the Triassic era (213-248 million years ago), and therefore, has some younger volcanic rocks.

A Natural History of Fitchburg Creating a vision for the future of Fitchburg starts with an understanding of its history, including geologic origins and the vegetation and wildlife that shaped the land long before human inhabitants made their mark. Over the past 600 million years, the land mass that makes up present-day New England has experienced numerous cycles of mountain-building and subsequent erosion. The four major mountainbuilding events – the Grenville, Taconic, Acadian and Allegheny Orogenies – were caused by collisions between North America, Africa and Europe. These collisions pushed continental crust up into jagged mountains and sparked volcanic activity that further added to the mass of the mountains. Following each orogeny, shifting plate tectonics created rift zones that through erosion became river valleys, river deltas and oceans. Weather and glaciers eroded the high peaks and deposited sediments on the valley and ocean floors which were subsequently compacted

Fitchburg

Figure 1-1: Bedrock Map of Massachusetts (Mass GIS, 2009) 8

The rock mined from this hill, when it was a quarry, formed the building blocks of many mill foundations, walls and dams around town (See Figure 1-3).

Fitchburg’s bedrock as shown in Figure 1-2 is typical of central Massachusetts, containing bands of plutonic and metamorphic rock dating from the Devonian and Silurian periods. Specifically, the western portion of Fitchburg comprises the Fitchburg Complex, a primarily granite and granitic gneiss formation that is light grey to white and medium-grained, the result of a slow cooling process deep within the earth’s crust approximately 360 million years ago. Geologists estimate that the Fitchburg Complex was pushed towards the surface during the Allegheny Orogeny, 250-280 million years ago. The eastern portion of Fitchburg is made up of the Paxton and the Littleton Formations. Both are metamorphic rock types that warped, folded and melted under high pressure and temperature during the Acadian Orogeny, 360-438 million years ago. They contain mostly mica schists and granofels, and they tend to be black to dark grey because of a high Aluminum content (United States Geologic Survey online: www.usgs.gov, 2009).

Figure 1-3: Rollstone Hill in downtown Fitchburg (North Nashua River Master Plan, 2004) However, the story of Fitchburg’s geology does not end with bedrock. Over the past 2 million years, relatively recently in geologic time, Fitchburg and all of New England experienced many long and intense periods of glaciation that scoured and ground down high mountain peaks. The last of these glaciers, the Laurentide Ice Sheet, covered most of Canada and the Northern US in up to 2 miles of ice for a period of 70,000 years (See Figure 1-4). As the Laurentide began to retreat from New England approximately 20,000 years ago, it left classic glacial signatures over much of the newly smoothed New England landscape.

Because the granite of the Fitchburg Complex contains lots of quartz and plagioclase, two erosion resistant minerals, it tends to form outcrops and hills.

The steep, rocky, hilly terrain of northern and western Fitchburg exists because the stone has resisted weathering over the years, and one can see numerous bedrock outcrops in the woods in these parts of town.

The Rollstone Hill in downtown Fitchburg is a highly visible example of erosion-resistant granite outcrop,

Figure 1-2: Fitchburg’s Bedrock Geology (Mass GIS, 2009) 9

Much of the eastern portion of Massachusetts, the Cape and Islands, is formed entirely from the terminal moraine of the Laurentide Glacier. Numerous eastwest river valleys, such as the North Nashua, are small bowls carved by the glacier as it advanced south, dipping over the north edge and scouring the base of the valley ever deeper. Fitchburg’s surface geology as shown in Figure 1-5 is largely made up of glacial till deposits – collections of sand, pebbles, cobbles and sometimes boulders that were gathered by the movement of the glacier and left behind as the glacier melted. The alluvial sedimentary deposits along the North Nashua River corridor accumulated over thousands of years of hydrological activity. Rain water that ran quickly down the steep slopes of tributaries in Fitchburg, Westminster, and Leominster washed sediment down to the valley floor, where it settled to the bottom in the slower moving current.

Variations in the river’s course and seasonal flooding resulted in rich alluvial floodplain soils along the valley floor where native and European settlers first farmed.

Modern settlement and damming of the river have significantly altered the natural hydrological patterns of the North Nashua River and disturbed the original alluvial and till deposits along the valley floor.

Figure 1-5: Fitchburg’s Surface Geology (Mass GIS, 2009) As the climate warmed and the ice retreated, land became exposed from beneath the melting Laurentide ice sheet. Because of the cool, wet land, Spruce and Balsam Firs were the first trees to colonize on this new valley surface (See Figure 1-6). As the climate warmed, the composition of the tree communities gradually changed. First, sun-loving trees such as oak and hickory invaded the open land, and as a consequence, this progression gradually gave way to more shade-tolerant species like hemlocks, maples and oaks. Another contributing factor that affected the northern region was the harsher, colder climate.

Other than spruce and firs, the variety of plant life in this region became progressively more fragile as they were forced to retreat to warmer climates. These regional differences may help to explain the seemingly chaotic distribution of tree species in the New England forest. In Fitchburg, the forest community contained a compilation of coniferous and deciduous trees. On Fitchburg’s sunny south facing slopes, oak, hickory and elm populated the dry woodlands. On the shady, north facing slopes, hemlocks, sugar maples, and white pines colonized with the oaks.

Figure 1-4: Laurentide Ice Sheet Coverage of North America (USGS, 2009)

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and timing of these disturbances. Whether natural or human-induced, disturbances could have a compounding effect and result in massive forest mortality as illustrated in Figures 1-7 and 1-8. A cycle of disturbances and restoration of forest communities would have characterized Fitchburg’s landscape until the advent of human settlement.

Figure 1-6: Old growth Spruce-Fir Forest (http://www. nhdfl.org/about-forests-and-lands/bureaus/naturalheritage-bureau/photo-index/high-elevation-sprucefir-forest.aspx, 2007)

Figure 1-7: Massive forest mortality caused by forest fire (http://carletong.files.wordpress.com/2009/04/ forest_fire_mccolgan1.jpg, 2009)

The earliest accounts of plant and wildlife species were catalogued in the journals of early settlers and focused mainly on useful, edible and pest species.

The earliest, most comprehensive accounting of wildlife species was compiled by William Wood (1634) and identified 20 mammals and more than 30 bird species. Species of note that were present when settlers began inhabiting the region include falcon, white tailed deer, moose, black bear, turkey, beaver and other river dwelling mammals, pileated woodpecker and blue heron. These species suffered massive population declines but are rebounding due to a variety of factors such as the banning of certain pesticides.

Figure 1-8: Forest disturbance caused by exotic pests (http://commons.wikimedia.org/wiki/ File:MountMitchell.jpg, 2008)

During the period between the last glaciation and the advent of human settlement, numerous disturbances affected vegetation and wildlife communities.

Disturbances may help to explain the stability, diversity and productivity within the forest and wildlife habitats. These disturbances, which included extreme weather, drought, exotic pests, pathogens, and forest fires, caused a change in the structure, the composition, and the functional processes of the forest. In addition, climate changes also influenced the forest by altering the frequency, intensity, duration,

As Native Americans and later European settlers colonized the land, they too disturbed the natural vegetation and wildlife by burning and clearing the land to improve hunting opportunities and building their villages and agricultural fields, as well as logging for timber and fuel. Additionally, European settlers dammed rivers to ensure that a steady source of fresh water was available. As the population density of these settlements increased, so did the level of disturbance. Subsistence farming began in the alluvial valleys where plots of land were cultivated to produce 11

enough food to feed their families or the small communities working it. The area of land that the farmers cultivated each season depended upon the availability of tools, the fertility of the soil, and climate. If the land did not produce enough crops, it often resulted in food scarcity and famine, and the inhabitants were forced to abandon the land.

Around 1850, farming declined across much of New England and the abandoned pastures and fields rapidly developed into forests dominated by white pines. At the same time, the dramatic alteration of animal habitat caused the extirpation of elk, caribou, wolf, eastern coyote and mountain lion, as well as the extinction of the passenger pigeon and Labrador duck. Historic variations in land use lead to fluctuations in species dynamics as illustrated in Figure 1-9, with clear cuts benefiting some species and mature forests benefiting others. The damming of rivers, such as the North Nashua River, altered natural hydrological patterns of erosion and sediment deposition, which also caused changes in the landscape form. In addition to these land use changes, European colonizers introduced exotic plant and animal species such as Norway Maple, Purple Loostrife, White Mulberry, Red Fox and Norway Rat, into New England causing significant disturbances for native plant and animal communities.

Modern Fitchburg is covered by a transitional hardwood forest as represented in Figure 1-10, and evidence suggests it provides habitat for a majority of the 338 inland animal species found in Massachusetts.

The trees of today are not necessarily tall and majestic like their ancestors, but are nevertheless members of a younger forest; one that is in a state of flux because it is continually responding to influences of pathogens, insect pests, pollution, rising global temperatures and an ever expanding and more urbanized human population. Trees and the forest itself provide many valuable functions. They limit soil erosion and protect watersheds by soaking up rainfall. They release oxygen as a by-product of photosynthesis allowing other organisms to live. They help stabilize the earth’s climate by absorbing carbon dioxide. They provide food: nuts and seeds for wildlife and maple syrup for humans. Lastly, forests also provide an outdoor woodland environment for healthful recreation such as hiking, snowshoeing, cross-country skiing, and biking, as well as an educational atmosphere for teaching, and certainly contribute positively to the identity of the city.

Figure 1-9: Historic Trends in Population/Forestation Relationships (Foster, David, et al. Wildlands and Woodlands: A Vision for the Forests of Massachusetts. Petersham, MA: Harvard Forest, http://www.historycooperative.org/ 2005).

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Figure 1-11: Typical wigwam (Kirkpatrick, 1971) Figure 1-10: Typical transitional hardwood forest (http://www.halereservation.org/images/nr/nr_ habitats_woods.jpg, 2008)

town was not a concern of the natives, what was more important was the river, which some deeds from the town of Fitchburg called “The Nashaway.” The Nashaways wore belts made out of wampum, the purple part of large quahog shells, which were used for financial transactions between neighboring Native American tribes.

A Cultural History of Fitchburg Settlement

In 1616, before the pilgrims arrived, the area was hit hard by a plague transported from early explorers of Europe. The plague killed many and weakened even more, leaving them more susceptible to their native enemies. Once the Pilgrims arrived, the Nashaways traded beaver skins and venison for guns and hatchets, which were used for hunting and protection. With traders came missionaries. John Eliot was a graduate of Cambridge University, England, who learned the Algonkian language and their customs. Eliot founded and set up “praying villages,” and helped teach the natives the English way of life. An important item that Eliot and the English brought with them was knowledge of the process of fermentation. The Nashaways were introduced to alcohol when early settlers arrived, and it became a factor in the tribe’s downfall and decline.

Paleo-Indians in the Stone Age inhabited the Fitchburg area some 10,000 years ago, after the last glacial ice receded. They lived a primitive subsistence lifestyle hunting animals, such as mammoth, caribou, wild horse, and bison. Over thousands of years, the Algonkians replaced the Paleo-Indians. The Algonkians hunted in the old growth forests, fished in the Nashua River, and to follow game, they migrated seasonally from the Nashua River Valley to other parts of the state.

The Nashaways were a tribe of the Algonkians that lived specifically in the Nashua Valley. At one point their populations reached 25,000, but then diminished due to attacks by the Mohawks and the Mohegans. Since the river was vital to their survival, the Nashaways built wigwam settlements along the banks of the river because it was the flattest, most fertile land for growing crops, and because they could fish the abundant alewives and salmon. Their domeshaped homes called wigwams were constructed of bent branches and tied together with sinew from hunted animals. The wigwams were covered with hides from deer and bear, or bark from large trees (Figure 1-11).

Metacomet pictured in Figure 1-12 was a 24-year old Wampanoag who had learned of the trouble that was brewing from the English influence on the native people. He was troubled that the native peoples were accepting a philosophy that was not their own. Metacomet, better known as King Phillip, was concerned that there were now more white men than natives in the region, and that the whites were encroaching on the native’s land. He also saw that natives were wearing English clothing, drinking

They settled in an area that did not have a name, but coincided with modern day Fitchburg. The name of 13

Figure 1-13: Early European Structure (Kirkpatrick, 1971) The Nashua River basin in the settlers’ eyes became a source of power and economic development.

Permanent settlement was starting to take hold as illustrated in Figure 1-14. With the people came the culture and beliefs of England. The need to set boundaries on land, as well as names of towns, was instrumental to their settlement plan.

Figure 1-12: Metacomet, also known as King Phillip (Kirkpatrick, 1971) alcohol, and forgetting their way of life. In 1675 the first shots were fired marking the beginning of the King Phillip’s War. King Phillip allied with other tribes in the area in an attempt to stand up for the native way of life and reject the English. These war parties attacked settlements along the Connecticut River, and then moved east toward Lancaster by February 1676.

Eventually he fled south toward his home grounds of Mt. Hope in Narragansett Bay, only to be tracked down and killed by a native fighting for the English.

Following this event, few Nashaways remained in the area. Many fled to Canada to seek refuge. Great damage had been done as hundreds of natives and English were killed, and bonds between the English and the Nashaways were broken as a result. Native Americans displaced by the fighting relocated to specific areas that the settlers set up and sectioned off for their use (Figure 1-13). Once living a peaceful life of subsistence, the natives were now living life in constant fear and struggle.

Figure 1-14: Early Fitchburg Settlement (Kirkpatrick, 1971) Fitchburg was once known as a small settlement, “the westerly part of Lunenburg.” Early settlement reconfigured the river valley through the building of dams and water wheels to power grist (grain) and saw mills. Water wheels used energy generated from the flowing river to power these mills, but high spring flows regularly caused damage. Due to the destructive force of the surging river, the locals christened the name “That Old Devil River,” which is now known as the Nashua River.

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Fitchburg was a very difficult place to settle because the landscape transformed by the glaciers was filled with rocky soils, steep grades, and the seasonallydestructive Nashua River. The rocky hillsides shown in Figure 1-15 made farming very difficult, but what the land could not provide the river could. The first settlers built along game trails that led to the river and back into the hills. The acceptance that farming was impractical in the narrow valley led to a more industrial view of the river.

Figure 1-16: Fitchburg Village in 1830. (Norman B. Leventhal Map Center, Boston Public Library) The lifeblood of Fitchburg was its clothing and paper mills, which were built at a prodigious pace in the later 19th Century. They lined the Nashua River to harness power from its water. In 1880, Fitchburg Worsted Company was built in South Fitchburg and made worsted suits. Cleghorn Mills was built in 1885 and made fine dress goods. Orswell Mill was built in 1886 and produced cotton yarn. Simonds Manufacturing Company was built in 1868 and made saws and machine knives. Many more mills were built in Fitchburg throughout the 1800’s. They manufactured shoes, chairs, rock drills, steam engines, artificial stone, machinist tools and worsted yarn among other products.

Figure 1-15: Rocky Hillside of Fitchburg (Kirkpatrick, 1971) With the dawning of the 19th century, Fitchburg was about to see immense changes. What once was an isolated outpost with a few rugged frontiersmen would turn into a vibrant city. Fitchburg became the commercial center of the region by the middle of the 1800’s, attracting scores of immigrants. By 1830, a linear central village shown in Figure 1-16 extended from the meetinghouse at the intersection of Main, Mechanic and Prospect Streets, following along the Punch Brook and North Nashua Corridor. By the latter half of the 1800’s, Fitchburg had reached its highest level of prosperity through its booming industry. The development of the town followed a simple pattern. Factories were built on the riverbanks and housing was built on the slopes above the river.

The commercial center sat in between residences and industry where the floor of the river valley was wide.

19th Century Immigrant Neighborhoods Industries were instrumental in Fitchburg’s growth.

They attracted scores of European immigrants, including: Irish, Finnish, German, English, Welsh, Scotch and French Canadians (Figure 1-17). Different industries attracted particular ethnic groups who tended to settle in neighborhoods near their work places. The Irish and later the Italians settled near Water Street and on Middle and Railroad Streets to the east. The Finnish lived around Mechanic Street while the Greeks lived around West Main Street. English neighborhoods were in West Fitchburg. French Canadians lived in Cleghorn, between Oak Hill Road and Beech Street, and beyond to Columbus Street.

Social and cultural activities in these neighborhoods centered on small commercial businesses and churches.

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GERMAN

FRENCH CANADIAN

SCOTTISH and GERMAN

GREEK

ENGLISH

FINNISH

SCOTTISH

IRISH and ITALIAN

Figure 1-17: 19th Century Immigrant Neighborhoods (Map from 1986, UMASS W.E.B. Dubois Library) than eight homes on Ashburnham Street. Rockville spread up the hill beyond Westminster Road, incorporating a post office, depot, fire station and police station. Crockerville extended from the Hanna Mill to Waites Corner. It centered on Whitman and Miles Manufacturing and provided housing for its workers on Wachusett Street.

The Irish settlement of Fitchburg preceded other immigrant arrivals. They came to America in the 1840’s escaping the potato famine in their homeland.

They were instrumental in laying the tracks for the Fitchburg Railroad. They lived in crude shanties erected in the Patch neighborhood, a squalid settlement of rough board huts with thatched roofs.

The English immigrants of the late 19th century had an easier time adjusting to Fitchburg than did the Irish.

They already had a firm foundation in town. Some of the early English pioneers settled in the hills of one of Fitchburg’s oldest roads, Westminster Hill Road.

The new English immigrants put down roots near the mills. Two sections of town were primarily comprised of English immigrants, Rockville and Crockerville. In the 1840’s, Rockville developed where Philips Brook flowed into the Nashua River. At this spot, industries, such as the Fitchburg Paper Company, used the power of the swift currents as portrayed in Figure 1-18. From 1844 to 1850, settlement of Rockville expanded with two more mills, stone dams and more

Figure 1-18: Fitchburg Paper Company (Kirkpatrick, 1971) 16

Although most of the English worked in the mills, some were farmers. They grew vegetables, had their own greenhouses and market gardening businesses. Another wave of English immigrants came to Fitchburg in the 1870’s and 1880’s. West Fitchburg became their home after they had left England because of crop failures. Then in 1903, more English arrived fleeing an economic depression in their homeland. In 1850, there were seventytwo English-born in West Fitchburg. By 1910 there were 797 and by 1915 there were 830 English-born Fitchburgers. In addition to the Irish and English, many Welsh immigrants settled in the vicinity of Waites Corner, shown in Figure 1-19, close to the English. Many came escaping the brutal coal mines of Wales and looking for opportunity in the mills.

The company made gingham and cottons and many of its workers were skilled dyers and weavers from Scotland. The Scots settled primarily on West Street as well as on Kimball, Beech and Leighton Streets. By 1915 there were 452 Scots in Fitchburg.

Germans also migrated to Fitchburg. By 1886, twelve German families had settled on Kimball, Leighton, Rollstone and Beech Streets and built a Calvanistic Congregational Church on Rollstone Street. In 1893, Turner Hall was built on Frankfurt Street, which became the center of the German Community where dances and socials gatherings were held; and it had a bier garten. The Germans were well-received in the community. They were hardworking, Protestant, drank less and were less politically aggressive than the Irish. Fitchburgers also found many of the German customs charming.

The immigrants tended to cluster together in neighborhoods to meet their social needs. Over the years the process of assimilation gradually took place.

The second generation usually rejected traditional ways and sought to accept an American identity. They pursued an education and became teachers, lawyers and doctors. Later generations have recognized their rich cultural heritage, and thus, many of Fitchburg’s ethnic neighborhoods retain much of their identity today.

Figures 1-19: Waites Corners Mills (Kirkpatrick, 1971) (Now home to Can-Am Machinery)

Fitchburg in the 19th Century

A scattering of Scotsmen came to town in the late 19th century. In 1879 John Parkhill incorporated Parkhill Manufacturing Company (See Figure 1-20).

By 1900, there were 31,531 residents in Fitchburg.

Of those, 10,917 were foreign born from twentytwo different countries. Many immigrants came to Fitchburg because of the pull of the mills. Many also came because they were escaping crop failures, famine, economic oppression, forced military service and over-population in their homelands. In the late 1800’s, immigrants arriving in Boston heard about the jobs in the mills of Fitchburg. After men had secured their jobs in the mills, they sent for their families in Europe and Asia. The immigrants arrived on ninetyseven passenger trains that arrived daily on the Fitchburg railroad. The trains shown in Figure 1-21 pulled up to Union Depot, an imposing brick structure built in 1878. The Fitchburg Railroad was incorporated in 1842 and construction began on the railroad the following year. It ran from Boston to Fitchburg across northern Massachusetts for a distance of sixty miles.

Figure 1-20: At work in the Parkhill Mill (Kirkpatrick, 1975) 17

town in 1887. It had a one thousand seat capacity and drew large crowds from Fitchburg’s neighboring towns. Streets of Fitchburg, such as Main Street shown in Figure 1-23, were lined with plentiful shade trees and were well lit by electric lights.

The building of the railroad was a crucial supporting infrastructure of Fitchburg’s thriving industries, fast growth and affluence for the next seventy-five years.

Figure 1-21: Fitchburg Railroad Train (Kirkpatrick, 1971) The immigrants were housed in the industrial center tenements. These tenements occupied a narrow strip of land that stretched from below the old depot, following along the Nashua River, bending around Rollstone Hill and extending to the edge of West Fitchburg. This area includes Main Street, Broad Street, River Street, Kimball Street and their offshoots.

Figure 1-22: Fitchburg’s downtown in 1882; Upper Common is in the upper left corner, Monument Park is towards the middle, behind the church steeple.

(Norman P. Levanthal Map Center, Boston Public Library, http://www.fitchburg.k12.ma.us/FHS.htm) In 1898, The Phoenix, shown in Figure 1-25, was built on the Upper Common. The Phoenix was an opulent apartment complex comprised of pink granite and limestone. The Johnsonia shown in Figure 1-26 also was a highly reputable apartment house. It still stands as a five-story structure of sandstone and brick. The building was known across New England as one of the best examples of a modern apartment block. Fitchburg also had a YMCA in the Romanesque style that was used for sports and gym activities.

By 1887, there were three parks in the heart of the city. The Upper and Lower Commons had bandstands for evening concerts. Monument Park displayed in Figure 1-22 had a beautiful monument erected in memory of the men who were lost in the Civil War. On Main Street, looking out on Monument Park was the Wallace Library and Art Building in Figure 1-24.

The Whitney Opera House was the only theatre in

Figure 1-23: Main Street in the 1870’s (Kirkpatrick, 1971) 18

Figure 1-27 shows City Hall as a handsome brick building on Main Street with a Greek revival façade.

Immigrants went there to apply for citizenship papers.

On Elm Street a police station was built in 1895. Four fire stations were built between 1895 and 1901: the Oliver Street and Summer Street stations in 1895, the Water Street station in 1898 and the Oak Hill Road station in 1901. There were dozens of specialty shops in Fitchburg in the late 1800’s. These shops offered anything from China Tea to Chicago beef to German Sauerkraut. There were over 80 grocery stores.

Many were operated by Irish, German or Finnish immigrants in their own neighborhoods. By the end of the 19th century, Fitchburg had become a bustling city with a diverse population and a healthy economy.

When the Fitchburg railroad was built, the city was able to ship its manufactured goods throughout the northeast. With the railroad connecting Fitchburg to both Boston and Albany, the city was able to capitalize on the productivity of its industry, positioning itself as an important manufacturing center in the northeast.

Figure 1-24: Wallace Library in 1922 (Fitchburg Historical Society (http://www.fitchburg.k12.ma.us/ FHS.htm)

In the 19th century, Fitchburg became popular amongst the surrounding communities because of the shopping and entertainment it offered (See Figure 1-28). Beautiful new buildings and parks were built in the downtown. When the new century arrived, the residents were enjoying the city’s golden years, but changes in the rest of the country would have a big impact on Fitchburg in the years to come.

Figure 1-25: The Phoenix in 1922 (Fitchburg Historical Society (http://www.fitchburg.k12.ma.us/ FHS.htm)

Figure 1-26: Old postcard of the Johnsonia (Fitchburg Historical Society)

Figures 1-28: C. 1900 Stores on Main Street, below the Upper Common (Kirkpatrick, 1975)

Figure 1-27: Old postcard of City Hall (Fitchburg Historical Society) 19

Contemporary Trends of Fitchburg

diversity of the community.

Although the demographics of the historic neighborhoods have changed, segregation by race or ethnicity is not evident. Today, much of the City’s population resides in the downtown area, with more sparsely populated rural tracts to the north (Figure 1-30).

Fitchburg’s present is rich with culture and natural resources. The narrow valley enclosed by granite hills, the linear historic downtown, the Nashua River that historically served as Fitchburg’s industrial corridor, and the diversity of its people characterize the city today (Figure 1-29). These characteristics of the present set the framework for the sustainable vision that will propel Fitchburg successfully into the future.

Figure 1-30: Persons per Square Mile, Fitchburg, MA (2000 Massachusetts by Census Tract)

Figure 1-29: Upper Common on Main Street, Fitchburg, MA (http://www.city-data.com/picfilesv/ picv19759.php)

The population of Fitchburg decreased toward the mid20th century and though population has increased since then, at present it has not fully recovered to its former levels. Following the current national and international trends, Fitchburg’s elder population has been increasing and despite a decrease in 2007 is expected to continue to rise throughout the century (Figure 1-31).

Fitchburg’s “2020 Master Plan” was published in 1998 and demonstrates the commitment of the City to return life and vitality to the downtown, protect natural resources and lay foundations for a new burgeoning economy. Fitchburg faces both numerous challenges as well as opportunities to becoming a green city. This segment of the report is dedicated to surveying three broad trends - the social and cultural aspects of the community, economic development and concern for the environment.

Social and Cultural Trends Like many other post industrial American cities Fitchburg is multicultural. As described in the cultural history segment, a multiplicity of ethnic groups arrived in Fitchburg during the 19th Century industrial era and settled in historic neighborhoods. The Patch, Finntown, Greektown and Cleghorn neighborhoods still remain as important parts of the city fabric. Over the past ten years, African American, Hispanic and Asian families have joined these earlier generations of immigrants, further adding to the rich cultural

Figure 1-31: Fitchburg Population (Total population in red and Elder 65+ population in blue 1950 to 1990, from Table 2020 Master Plan p. 4 & 2000, Census 2005-2007)

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As of 2000 the median age of Fitchburg residents was in the low thirties and the male to female ratio is nearly equal. Yearly household income of Fitchburg is low compared to the regional and state averages (Figure 1-32). Significant social issues include: poverty and the associated social constraints associated with poverty, like affordable housing, attainment of higher education, and affordable healthcare.

The people of Fitchburg demonstrate strong civic engagement, which is evidenced by the numerous active fraternal groups, sports leagues, volunteer efforts and religious communities. The City of Fitchburg’s home page, http://www.ci.fitchburg. ma.us/, references many of these organizations.

Public gathering spaces such as parks and playgrounds, and historic places like Coggshall Park are abundantly dispersed throughout the city. New Parks, like Fitchburg Riverfront Park, have added to the character and amenity of the downtown. However, many of these public open spaces are underused and in need of renovation. Over the second half of the twentieth century Fitchburg’s residential and commercial development moved away from the central city, leading to disinvestment of inner city neighborhoods.

At present Fitchburg is experiencing a resurgence of interest in its city core. The City would like to increase the number and quality of inner city parks. The addition and improvement of park space will do much to add to the overall health, quality of life and beauty of the city. Issues concerning park development and function include the need for increased outdoor seating and picnic areas, lighting, and better visual and physical access to the Nashua River. A need to improve Americans with Disabilities Act (ADA) access for disabled citizens in parks and public spaces is also a priority concern.

Figure 1-32: Median Household Income & Age (Fitchburg, State and National American Fact Finder Fact Sheet, Census 2005-2007) The City of Fitchburg is fortunate to have Fitchburg State College as part of its cultural fabric. However, this resource is contrasted with a population that has lower levels of educational attainment. A number of social factors are likely contributing to this trend, but these factors do not include the devaluing of education as the high school dropout rate has decreased over the past decade. A new high school was opened in 2000 and supports the city’s commitment to high quality public education.

After a fire destroyed the former Hope Rubber Company in the historic district of Fitchburg, all that could be seen were the remains of a charred building foundation (Figure 1-33a). A US EPA Brownfields Assessment Grant enabled redevelopment of this contaminated and potentially dangerous urban

Figure 1-33a and b: Taken from the Putnam Street Bridge, the before (left) and after (right) photo images of Riverfront Park. (http://www.ci.fitchburg.ma.us/riverfrpix.htm) 21

eyesore into the beautiful and relaxing Riverfront Park (Figure 1-33b). The transformation of this a 2-acre site was part of the City Planning Department and Fitchburg Redevelopment Authority’s commitment to revitalizing the City of Fitchburg. Complete with an outdoor theater, nature trails, and expansive green lawns, the park has enabled this community, hit hard by economic collapse, to begin a period of economic and aesthetic renewal.

conservation and social justice…they reflect the history of a community and provide a sense of place…” (Fitchburg Reconnaissance Report, p. 1).

This designation has allowed the citizens to identify their most treasured historic places and to develop plans to preserve these places.

Riverfront Park is an excellent example of the benefits of green projects. From local craftsman contributions, to community members engaging with each other through volunteer work, to the opening day concert celebration, this project highlights Fitchburg as a town re-adapting to accommodate green infrastructure and cultivating the image of a vibrant town attracting new residents.

The City of Fitchburg identifies itself as a college town.

Fitchburg State College is an asset to the community and an important part of the city’s cultural identity.

Currently, the college and the city are in partnership to revitalize the North Street neighborhood that connects Fitchburg State with the downtown area. A wide and landscaped pedestrian boulevard linking the college with the city, infrastructure improvements, new fire department headquarters and playgrounds are some of the proposals resulting from the town and gown alliance. Fitchburg State has recently opened a new recreation center on North Street.

The college helped the Montachusett Area Regional Transit Authority to secure funds that resulted in the MART garage at the Intermodal Transportation Center on Main Street (http://www.fsc.edu/aboutus/ partnership/).

Figure 1-34: St. Bernard's Church A number of cultural institutions and events bring a wide range of interest and life to the city. The nation’s second oldest amateur theater company, the Stratton Playhouse shown in Figure 1-35, is situated in a quaint red theater in the heart of the downtown. The Fitchburg Art Museum, also downtown, features both classical antiquities and contemporary art exhibits.

The internationally known Longsjo Classic Bike Race (Figure 1-36), Reipas Games and Autumn Airfest (Figure 1-37) are part of a long standing tradition of annual events. Today, such traditional events are threatened due to lack of funds and participation.

These cultural resources are only a few of many that add to the current quality of life of residents and visitors.

Historic neighborhoods and properties are abundant in Fitchburg. Many buildings of cultural and historical importance, like St. Bernard’s Church shown in Figure 1-34, still stand in good condition and contribute to the City’s strong architectural character. Fitchburg is one of thirty-seven Massachusetts communities identified as a heritage landscape in the Massachusetts Heritage Landscape Inventory Program prepared

by Massachusetts Department of Conservation and Recreation and Freedom’s Way Heritage Association.

Heritage landscapes are defined as those “that are linked by historic events that helped to shape America’s democratic form of governance and the intellectual traditions that underpin American freedom,

Figure 1-35: Stratton Playhouse, Downtown Fitchburg (http://strattonplayers.com/) 22

Fitchburg has also successfully readapted mill space.

Mill #3, located at 85 Westminster Street, is now a thriving year-round farm stand and deli. An outdoor picnic area invites visitors to enjoy their sandwich or coffee alongside the North Nashua River, in full view of one of many impressive historic stone dams. At One Oak Hire Road, the Mass Information Center (formerly Parkhill Manufacturing, a company that once manufactured gingham, later home to Anwelt Shoe Company) now contains the North Central Charter Essential School, Anwelt Heritage Apartments, which are dedicated to affordable senior housing, non-profit organizations and other for profit business enterprises. The redesign of this mixed-use facility incorporates solar and geothermal technology as displayed in Figure 1-38. This applied environmental innovation makes the Antwelt complex a notable model for adaptive reuse and ecological design.

Figure 1-36: 2008 Longsjo Classic Bicycle Race (http:// www.longsjo.com/2008_Photo_Gallery.html)

Figure 1-37: Autumn Airfest (www.oldengine.org/.../ cmsgma/99show/Fitch99.html) Economic and Land Use Trends and Conditions The City of Fitchburg is adapting to attract new high tech industries and has identified this goal as crucial to its revitalization efforts. In the previous century, companies manufacturing paper, textiles, fabricated metal and machinery developed land along the North Nashua River harnessing adequate hydro-energy to power their mills. As companies relocated or closed, these mill buildings became vacant. This abundant vacant mill space (634,000 sq.) serves as a reminder of the city’s cultural heritage, and redevelopment of these mill spaces is currently underway. Restoring these old mills is more difficult than sites located away from the river. New high tech industries require up-todate facilities. Stricter environmental regulations near the river and the threat of flooding deter investors.

Fitchburg’s Department of Community Development believes that the most efficient reuse of these sites is mixed residential, commercial and light industrial use.

Examples of these adaptive conversions can be found in other mill towns, such as Lowell, where mill space has been converted to restaurants, loft apartments, art galleries and storage facilities.

Figure 1-38: Solar panels harness the energy of the sun atop the Mass Information Center (http://www. massinnovation.com/) Efforts to adapt old industrial sites located off the river to new uses have been especially successful.

Fitchburg’s Vision 2020 Plan reported that over 98% of available square footage in these off-river sites is being currently used. These sites include the Montachusett Industrial Park, the 231 Industrial Park, sites near the airport, and the Putnam Place Business and Industrial Center (Figure 1-39). Putnam Place is located in the heart of downtown Fitchburg and is one of the fastest growing business locations in north central Massachusetts. These facilities offer ample amounts of modern manufacturing and office space.

The proximity to downtown retail and the Intermodal Transportation Hub directly address the revitalization goals of attracting new industry and populating the downtown.

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Figure 1-39: Sketch of Putnam Place Business and Industrial Center (Fitchburg Redevelopment Authority, 2003) The industrial trend of the region over the last few decades has moved away from heavy manufacturing and towards services including finance, transportation, and communication. Light manufacturing of plastics and chemicals has also increased. Biotechnology and computer industries have been growing rapidly around I-495 to the east, presenting opportunities for commuters to relocate in Fitchburg. Quick access to Route 2, as well as MBTA direct lines to Boston, further boosts this trend.

Current commercial land use is fragmented due to post-WWII development trends that favored automobiles over pedestrian use (Figure 1-40).

However, the prevailing architecture of the Downtown is pedestrian friendly with wide sidewalks lined with retail shops that are accessible from adjacent neighborhoods. Connecting with Fitchburg’s goals to bring more people into the downtown area, the City has rezoned the Downtown to allow for mixed-use commercial and upper level residential space.

Most of the residential development in recent years has occurred along the river corridor in the form of single family homes. Although the average household income from 2005-2007 was $43,828, 15% of families in Fitchburg are living below the poverty line. About half the population lives in multi-family houses which exist in dense neighborhoods adjacent to the North Nashua River. The median monthly housing costs for mortgaged owners was $1,506, homeowners $534, and renters $759.

Figure 1-40: Land Use 1999 (Mass GIS, 2009) Economic incentives including tax breaks, workforce development funding and outreach assistance for starting a business attract new investors. Currently, numerous commercial spaces are available Downtown.

These factors together create entrepreneurial opportunities in the fields of entertainment and specialty retail. New restaurants, coffee houses, book stores and theaters will contribute to the City’s ongoing efforts to create a culturally vibrant area.

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The City has also participated in efforts to clean up contaminated sites, such as the former coal gasification plant downtown. Furthermore, the City and others have acquired and conserved 4,652 acres of forests, wetlands and other environmentally significant lands. Table 1-1 shows that these lands are protected from future development and represent approximately 17% of the City’s land area.

Environmental Trends and Conditions The City of Fitchburg experienced extreme environmental degradation in its long and diverse industrial past. This included air pollution from coal-fired steam plants, coal gasification and paper mills; heavy metals in the water and soil from tool production and metal parts fabrication; and water pollution from chemicals used to tan leather for shoes, dye fabrics for textiles, and process wood pulp to make paper. Prior to the 1970s, the practice of dumping industrial wastes into the surrounding landscape, and into the Nashua River, was common and largely unregulated. By that time, however, this dumping diminished as industrial production moved to less expensive labor markets, and the majority of the mills shut down. While the loss of employment for thousands of unskilled laborers became a major concern, unregulated industrial pollution stopped.

Nevertheless, important environmental issues remain to be resolved if Fitchburg is to consider itself the “green” city it will need to be to compete for future economic growth and improve the overall quality of life for its citizens.

However, the dense urban development along the river during the industrial boom years required large contiguous areas of impervious surfaces which, combined with the city’s severe topography, today overwhelms Fitchburg’s stormwater system and exacerbates flooding. In addition, Fitchburg’s stormwater system is combined with its sewers in many parts of the city, causing the system to overflow untreated wastewater effluent into the North Nashua River during periods of heavy rain. This type of condition is called a “combined sewer overflow” or CSO (See diagram in Figure 1-41), and is the primary remaining source of water pollution in the river today (Figure 1-42). The estimated cost to the City to correct this situation is over $20 million. One unresolved environmental issue, then, is how the City can reduce the stormwater impacts of existing urban development, and prevent greater impacts from future development in an affordable manner.

The City of Fitchburg has made great strides in addressing environmental issues, and the general trend for the City has been positive across the board. The City has constructed ten potable water supply reservoirs. Five of these reservoirs, located within the city, have been protected from negative development impacts by an overlay zoning district. The City has constructed three wastewater treatment plants to address both industrial wastes and sewage generated by other uses. The capacity of both potable water and wastewater facilities is more than enough to serve Fitchburg, as well as some of the neighboring jurisdictions.

Another unresolved environmental issue is how the City can increase the desirability and competitive strength of older, central neighborhoods and promote more efficient development patterns in the future.

The City of Fitchburg’s historical pattern of dense urban development along the North Nashua River has had negative consequences in the present day, but was most efficient in a pre-automobile context.

That development pattern changed in the mid-

Source: City of Fitchburg; Open Space and Recreation and Recovery Action Plan, 2007; as updated by Fish & Wildlife's 2009 acquisition of the Conservation Restriction in the Northern Watershed 25

In the pre-automobile days, Fitchburg was fortunate to have a linear urban area along the river with residential neighborhoods within walking distance to places of employment, and the rural countryside within walking distance. These older neighborhoods are so dense as to have inadequate room for automobile parking and large enough open space and numbers of trees to provide necessary environmental services including; climate modification, rainwater infiltration, wildlife habitat and air quality improvement (Figure 1-43). The later suburban development pattern has, in many cases, forced the open countryside farther away from these dense, older neighborhoods over time. This trend has resulted in three considerable negative conditions:

Figure 1-41: Diagram of a Combined Sewer Overflow (http://www.moundsvillewwtp.com/CSO_Diagram1. jpg)

• Urban residents without access to the automobile have become increasingly disconnected from the natural environment, its beauty and its life lessons, which can produce negative emotional states and behaviors; • Numerous environmental services which require connectivity across geography have been disrupted, reducing the value of the ecosystems across the city; and, • The means the City can use to restore “green” connectivity through the urban area and to provide improved environmental services to its older, central neighborhoods presents a significant challenge.

Figure 1-42: Combined Sewer Overflow (CSO), The North Nashua River near downtown Fitchburg 20th century, as the automobile permitted a more dispersed, suburban settlement pattern. The pattern of dispersal was reinforced by government incentives and market promotion, and was facilitated by a robust national economy. Suburban development can be considered less efficient for numerous reasons: the cost of infrastructure services is greater; the increased pavement inhibits natural environmental services from occurring; transportation costs increase; wildlife habitat is fragmented and reduced; air pollution and carbon emissions from automobile exhausts are increased; competition from suburban commercial destinations saps vitality from the city center. To the degree that new development has continued to occur in Fitchburg and the surrounding communities, each of these trends has inexorably accelerated. In addition, preference for suburban living has produced increasing disinvestment in older, denser, central neighborhoods, resulting in deferred maintenance of the housing stock and reinforcing the trends of suburbanization.

Figure 1-43: Example of limited green space in older residential area on Water Street, Fitchburg, MA 26

As mentioned above, the City of Fitchburg has a robust potable water supply, in a system of open reservoirs, causing environmental regulatory issues for the City regarding potential contamination and treatment. In the early 1990s, the U.S. Environmental Protection Agency, concerned about contamination in open reservoirs from airborne particles and runoff, adopted strict rules for open reservoir potable water supplies. Increasingly, the City will need to rely on potable water wells drilled into the groundwater aquifer to ensure a back-up water supply and meet the newer water quality regulations. In the meantime, despite efforts to control development in the watershed with a zoning overlay and land purchases, the remaining privately-held lands will face inevitable development pressures, and their owners will likely exert their development rights. This trend will lead to some degradation of both the surface water and groundwater supplies, as well as hinder the improvement of other water resources throughout Fitchburg. One final unresolved environmental issue is how the City can regulate new development to prevent the runoff and deposition of humangenerated contaminants into the water resources of Fitchburg.

Fitchburg faces challenges to becoming a green city yet possesses myriad opportunities in terms of its built environment, people and their culture and natural resources. Economic goals are attracting new industry to business parks, private commercial investments in the downtown retail sector, and increasing the amount of home ownership.

Fitchburg describes itself in the 2020 Master Plan as “a complete city”, its human and cultural resources create a town of rich diversity and social engagement.

It is the enthusiasm, energy and commitment of the citizens that has positioned Fitchburg for achieving its goals. The city has made great strides in improving the conditions of its natural resources and is well positioned to take advantage of the newest generation of environmentally sound development practices.

This report and its recommendations provide the framework and concepts that help articulate the city’s vision of a green future, seeking solutions to current issues through coordinate public investments in green infrastructure.

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CHAPTER 2: THE NORTH NASHUA RIVER CORRIDOR

Introduction

connected city. At the present time, multiple vacant mill sites stand empty on the banks of the river, disconnected from the city center by any mode of transportation other than a private car. Improvements and expansion of pedestrian corridors along the river have the potential to link residential areas, schools, and business in ways that have been successful for other post-industrial cities.

Comprised of 538 square miles, the Nashua River Watershed contains 31 towns in Massachusetts and New Hampshire. The importance of the Nashua River was recognized by early settlers who began developing grist and sawmills in the 1700’s. As the Industrial Revolution grew during the mid-1800’s, cities along the Nashua River developed and grew with the mills.

Paper, leather and textile mills took advantage of the water to power and support industrial processes, and to dispose of waste. During the first 200 years of Fitchburg’s settlement along the Nashua River, the Nashua River suffered devastating environmental disturbances as the settlers liquidated the natural resources and fouled the waters to support industry.

Towns like Fitchburg prospered financially while the Nashua River became dead and ignored, hidden behind flood walls and the backs of buildings.

River Inventory The North Nashua River is approximately 7 miles long in Fitchburg - from the southwest corner of Fitchburg where it is formed by the confluence of Flagg Brook and Whitman River, northeast through the downtown, and finally, flowing southeast exiting the city near the airport on the Leominster town line. Along the banks of the river, numerous 19th century features can be found that present tremendous potential as scenic resources, including: magnificent stone bridges made from Rollstone Quarry granite (See Figure 2-1), a series of dams constructed during the industrial era that offer spectacular waterfalls, and brick paper mills that showcase the classical architecture.

In 1965, Marion Stoddart formed the Nashua River Clean-Up Committee recognizing that the Nashua River was a resource that did not just belong to industry, but belonged to the people who lived within its watershed. The committee’s efforts led to the formation of the Nashua River Watershed Association in 1969, dedicated to creating a plan for the future health of the watershed by protecting land and by creating greenways. Combining their efforts with the reduction of point source pollution as a result of the Clean Water Act, the Nashua River has almost been restored to its pre-industrial condition.

Improvements in the quality and quantity of sewage treatment plants combined with the protection of more than 8,000 acres of land and 85 miles of greenway along the Nashua River have greatly improved the overall health of the river system since Ms. Stoddart and her supporters began their efforts in 1969. The tireless work of these dedicated individuals with their long-range plan for the health of the Nashua River is certainly worth noting when developing a plan for reconnecting the Fitchburg community to the river.

Figure 2-1: Rollstone Quarry Granite Stone Railroad Bridge Analysis of Mass GIS 1999 Land Use data in Figure 2-2 confirms that approximately 70% of Fitchburg’s land use is Open Space (Forest, Agricultural, Recreational, and Wetland). However, when examining a 2000’ wide river corridor, the amount of Open Space is reduced to 33% due to the increase of Industrial uses (mills, airport, utilities, waste disposal, etc.) along this corridor. These data reflect Fitchburg’s settlement history focused on the Nashua River throughout the 19th and 20th centuries (See Figure 2-3) because

Moving forward, the importance of linking Fitchburg to the North Nashua River will be continuously and inextricably linked to the city’s future economic vitality. Envisioning a Fitchburg that is extensively linked by greenways and trail systems will attract business to an environmentally conscious and socially 30

mills were constructed to take advantage of the readily available waterpower supplied by the river.

Importantly, Figure 2-4 confirms that much of the

Commercial

land along the river is privately owned – complicating efforts to provide continuous river access.

Water

Water Commercial

Residential Open Space Residential Industrial

Open Space

Figure 2-2: City of Fitchburg – Percent Land Use 1999 (Mass GIS, 2009)

Figure 2-3: Nashua River Corridor – Land Use 1999 (Mass GIS, 2009)

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Industrial

Figure 2-4: City of Fitchburg – Property Ownership (Mass GIS, 2009) The North Nashua River represents the heart and soul of the City of Fitchburg; it has been and continues to be a tremendous resource for the city. It’s also an important connection between the city’s past and its future. The focus of our work is to connect and integrate this beautiful asset into the fabric of the city by building on the city’s existing vision to make the North Nashua River the resource that it should be, with continued improvements to water quality, greater pedestrian access, greater visibility of the river to the community, and integration of the river with the social and economic vitality of Fitchburg.

More specifically, we support the city’s concepts for extending the Steamline Trail, in both directions, and renovating the abandoned Steam Plant into an Energy Efficiency and Environmental Education (e4us) center.

We are also exploring design strategies to improve visibility and access to the river in the Downtown area.

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Steamline Trail Extensions

The existing trail is comprised of beautiful vistas of the river, two waterfalls, and the millponds above each of the dams. At the upper of the two millponds, a waypoint provides benches where visitors can watch the Whitman River and Flagg Brook converge to form the North Nashua River. Currently, the trail comes to a dead end about a half mile upstream from the Steam Plant at a historic granite arch bridge, over which the railroad crosses Flagg Brook and Route 31. Because of safety concerns, inaccessibility and the abrupt ending of the existing trail; it is not highly traveled by pedestrians.

In July 2006, the City of Fitchburg opened a 4.15-acre West Fitchburg Steamline Trail Park which consists of a parking lot and a walking/biking trail along the banks of the Nashua River and Flag Brook. The trail commences by crossing over the river on a wood and steel-beamed bridge in front of the Central Steam Plant. The pipelines of the steam plant currently mark the gateway to the trail (See Figure 2-5).

The planned extension of the Steamline Trail downstream of the Central Steam Plant to Mill #3 and upstream to Mill #1 will provide the city with a continuous trail system that connects the community to the river while providing a recreational experience for residents and visitors. Our analyses shown in Figures 2-7 and 2-9 revealed that there are many areas of gentle terrain making the trail extensions very viable. We offer the following design ideas for an expanded Steamline Trail: Figure 2-5: Entrance to existing Steamline Trail • Establish additional connections to the trail at access points located at mills and bridges.

• Provide additional parking at mill and bridge locations.

• Designate gathering places (with benches) for pausing and resting where beautiful views of the river or waterfalls exist.

• Daylight natural points of interest, such as dams, stone bridges, and tributaries.

• Construct bridge crossings over the river where passage of the trail is not feasible.

The trail continues upstream past the abandoned plant’s Neoclassical brick walls and towering silos.

It continues beneath the CSX Railroad line and next to the steam pipelines (See Figure 2-6) that once delivered steam from the plant to the many paper mills of Fitchburg. The remnant steamline is a truly distinct and striking industrial artifact. The experience of walking along the steamline offers continuous visual interest and stark contrast between the industrial structure of the line and the views of the slopes, trees and river below.

Figure 2-6: Beginning of existing Steamline Trail 33

Figure 2-7: Plan of Downstream Steamline Trail Extension In addition, in areas of the trail implementation where steep terrain is evident, a variety of construction alternatives are suggested as depicted in Figure 2-8, such as “cut and fill” trail sections, boardwalks and retaining walls. A variety of sources on sustainable trail design are available at websites such as the National Trails Training Partnership at http://www.americantrails. org/resources/trailbuilding/MAsustain.html and the U.S. Department of Transportation, Federal Highway Administration at http://www.fhwa.dot. gov/Environment/fspubs/07232806/index.htm.

Retaining Wall

Cut and Fill

Boardwalk

Figure 2-8: Examples of alternative trail construction methods for sloping conditions 34

The upstream expansion of the Steamline Trail with a bridge across Flagg Brook is a real and obvious first step in the creation of the greater Fitchburg Greenway as it uses an existing trail and immediately transforms a dead-ended trail into a linked trail (See Figure 2-9).

With a simple span bridge as shown in Figure 2-10, the Steamline Trail can be linked to Princeton Road and establish a linked trail, and create connectivity to the surrounding community with minimal expenditure (See Figure 2-11). Taking into consideration the possibility of future flood events and the existing grading, a footing system can easily accommodate bridge construction in the triangle between Princeton Road, the 1846 Granite Bridge, and Wachusett Station. Judging from seasonal flow and potential storm event runoff data collected by the Gulf of Maine Watershed Information and Characterization System at Wachusett Station this location would be ideal as the river volume is significantly controlled nearby at Saw Mill Pond.

With the construction of the Steamline Trail from the Steam Plant to its conclusion at the granite bridge located at triangle between Princeton Street and Wachusetts Station, Fitchburg successfully implemented the first link in a future continuous river trail network that can increase the connectivity of a community, stimulate private interests to share access, stimulate tourism and lead to a greenway system benefiting the health of the entire North Nashua River watershed. The success of such river trail systems in other communities have been widely celebrated and have been noted components of revitalization plans. From urban greenways of massive scale, like the Greenway trail system proposed by Mayor Bloomberg for New York, to the more comparably scaled Concord River Greenway in Lowell, cities are becoming increasingly more determined to focus their efforts on developing valuable community resources.

Fitchburg’s envisioned, yet unimplemented Greenway system stands to benefit the city in many ways and through vision and planning could transform the city into a model for other post industrial cities.

Figure 2-9: Plan of Upstream Steamline Trail Extension

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With the completion of Flag Brook Bridge, finding funding and community interests in building the 1846 granite tunnel pathway, and the extension to Mill #1 will be more conceivable as it will expand an existing trail infrastructure, developing a multiaccess system. Having crossed the Flag Brook, utilizing the existing granite footing structure that exists in the 1846 Granite Tunnel, a slightly elevated path structure could be constructed through the tunnel, allowing for safe passage. The construction of this structure could be achieved by cutting the I-beams that were used to support the Steamline Trail and service platform and re-attaching them to a new system of supports attached to the tunnel’s granite foundation at an angle that would accommodate a pedestrian path (See Figure 2-12).

Figure 2-10: Bridge over Flagg Brook from end of existing Steamline Trail

Once on the east side of the railroad tracks, the trail leading upstream on Flag Brook to Mill #1 utilizes an access road that is graded to 2-5% that existed to service the Steamline. The condition of this graded gravel road is good and would require only minimal clearing of trees and brush to convert it into a pedestrian path. At only one point in this section of trail would a bridge need to be constructed to cross Flag Brook. By utilizing the existing footings that support the Steamline, a steel grate bridge as shown in Figure 2-13 could be constructed that would complement the industrial nature of the site and additionally offer another up-close interaction with the omnipresent steamline structure.

Figure 2-11: Connection to Princeton Road from exisiting Steamline Trail and Proposed Extension

Figure 2-12: Trail passage through 1846 Granite Tunnel - Section showing the connection between the existing I-beam system, cut and reattached to a raised foot path, anchored to the granite foundation 36

underutilized swath of beautiful and unique stream to the public will no doubt be frequented by citizens of Fitchburg, and will act as a regional attraction showcasing the possible uses of post industrial sites.

The upstream and downstream extensions of the Steamline Trail serve an important role in Fitchburg’s development of a greater Nashua River Greenway system (See Figure 2-14) by building upon an existing trail system and developing a trail through an area that poses few geographic and land ownership obstacles.

The extensions of the Steamline Trail downstream to Mill #3 and upstream to Mill #1 would improve accessibility to the river and create a multi-use path system for approximately 2 miles that provides environmental, recreational and aesthetic benefits, as well as an alternate source of transportation for residents to explore and get to surrounding neighborhoods, schools, and parks. Designating the mills as trail ends would not only provide two destination points for residents and visitors to gather at, but would also boost the local economy of these establishments.

Figure 2-13: Steel Grate Bridge over Flagg Brook attached to existing Steamline footings Having a continuous trail to Mill #1 establishes an important connection to an area where abundant parking could be available using a combination of roadside parking on the city streets, and on the private lots located around Mill #1. This creates a link between multiple residential areas of Fitchburg located off of Oak Hill Road and 5th Mass Turnpike, and facilitates a continuous link that follows the steamline from source to mills, highlighting the unique past of Fitchburg. The opportunity to open up this

Figure 2-14: Development of a Continuous Trail Concept Map in Fitchburg 37

Central Steam Plant

Figure 2-15: Bird’s eye view (north) of Central Steam Plant (http://maps.live.com) In 1928, The Crocker-Burbank Paper Company built the Central Steam Plant to provide large amounts of power to the mills in the form of electricity generated by burning coal that was delivered by the CSX Railroad up the embankment from the river (See Figure 2-15).

and boilers, turbine generators and related equipment that was abandoned when the company declared bankruptcy. When the city took possession of the property, the first floor windows were bricked up to secure the plant.

High pressure steam drove the electrically-generated turbines and the resulting low pressure steam was transmitted by means of steam lines that provided electricity to the eight paper mills along the banks of the North Nashua River over a 2-mile stretch.

One prospective proposal being considered by the City of Fitchburg is renovation of the vacant Central Steam Plant into an Energy Efficiency and Environmental Education (e4us) Center. This vision presents an alternative approach that builds on the uniqueness of the existing resources and features of this historic building with the current needs in Central Massachusetts for providing experientially-based education on energy efficiency and environmental protection. This site could highlight and facilitate a number of interconnected but vitally important concepts and lessons, such as the North Nashua River – the natural life-giving feature of the landscape and its major role in the ecosystem, the story of industrialization and technology – the human ingenuity and exploitation displayed in its buildings, dams, waterworks, steamlines and railroads, and of

The steam plant and steam pipelines are still visible today symbolizing Fitchburg’s past. With the passage of time, and technology and the economics of the paper industry changing, it became more costeffective to purchase power from regional electric utility companies. As a result, the Steam Plant was forced to close its doors in the 1990’s.

The Central Steam Plant building, which is located adjacent to the Nashua River, contains approximately 21,200 square feet of floor space, has high ceilings, 38

the degradation and eventual cleanup of the river, and river, and finally, the story of the evolving nature of energy use, and the continual drive to achieve greater efficiency and lower cost of energy toward a more sustainable energy future. To compliment this proposal, we’ve developed the following Landscape Renovation Plan for the areas immediately adjacent to the Steam Plant in Figure 2-16 to assist in realizing this vision:

• Further define the Steam Plant as the gateway into the environmental education center and steamline trail (See Figure 2-17) by utilizing the overhead steamline pipes to frame the entrance • Expand the existing parking area to the south with permeable pavement and add native plantings along street and between picnic area and parking lot • Expand and increase picnic area(s) • Create an elevated terrace on the south side of building (See Figure 2-18) to view the river and waterfall • Establish an outdoor learning environment (wetland) (See Figure 2-19)

• Preserve and celebrate the historical assets (building architecture, steamline, concrete railway structures, silos, smoke stack)

Figure 2-16: Landscape Renovation Plan for e4us Center

39

The city has received an EPA Brownfield’s Cleanup grant to perform an assessment of the Central Steam Plant site to develop a remediation plan for the cleanup of asbestos and petroleum at the facility.

Once the remediation plan is complete, the city may put the cleanup project out to bid. The targeted areas are inside the steam plant building, outside the immediate area, and at the large petroleum tank adjacent to the existing parking lot. In addition, a demolition plan is suggested for the removal of unneeded structural components (i.e., steel buildings, power lines/electrical utilities).

Figure 2-17: Gateway into e4us Center and Steamline Trail

The e4us Center is a promising concept to tell the story of Fitchburg’s industrial and technological past, and link it with the future around the theme of energy. The Central Steam Plant location is positioned to illustrate three generations of energy technology in Fitchburg: water power via the adjacent dam, coal/steam at the steam plant, and the new clean/sustainable energy that can be explored in the new e4us Center – in an effort to reduce global warming, conserve energy, protect the environment – and perhaps play a role in the industrial future of Fitchburg. The e4us initiative is a primary example of the creative reuse of obsolete, vacant or abandoned industrial infrastructure in Fitchburg that provides opportunity and hope for a sustainable future. The same type of innovative thinking could be applied to other empty mills, unoccupied storefronts downtown, and foreclosed residential properties along the Nashua River corridor.

Figure 2-18: e4us Center terraced patio on south side of building

Figure 2-19: Illustration of the outdoor learning environment detailing a constructed wetland and its surrounding ecosystem

40

In addition, the evolution of the steam powered mills would promote public awareness of energy conservation and efficiency practices towards achieving a more sustainable city. Educational and interactive programs could be designed and structured to inform the community about the area that they live in and the impact they have on the environment surrounding them. The center would also generate an economic benefit to the city by providing employment, while reviving and restoring a neglected city-owned property.

beautiful 18-acre Nature Park (See Figures 2-20 and 2-21). The transformation of this site bears similar qualities to the e4us vision in that it focused on the ecological value of the property as the primary driver, and features the relics of the former switchyard providing that connection to its past. With the Nature Park opening to the public in 2000, the success of this project can directly be attributed to the support of citizens’ action groups and funding from the Allianz Environmental Foundation, a non-profit organization that supports broadly conceived educational and cultural projects which benefit the European integration process while encouraging development of a European identity. A North American branch was established in 2002 and shares the same fundamental concern for safeguarding the future.

One successful example of a renovation project is Germany’s Schöneberger Südgelände that originally started as a railroad installation and is now home to a

Figure 2-20 and 2-21: Industrial Sculpture and Metal Pathway in Schöneberger Südgelände Nature-Park, Berlin, Germany (Photos: Jack Ahern)

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Downtown River Corridor

floodwalls. Mayor Wong sums up this phenomenon by calling the river an “undiscovered gem” in the downtown: it is clean and beautiful, but nobody knows that it is there! We see this as a call to action: how do we get people over, around or through the floodwalls so that they can see and interact with the river? Simultaneously, how do we create a unique, continuous pedestrian experience that becomes a regional destination, attracting visitors and boosting Fitchburg’s economy?

As the North Nashua River flows through downtown, it presents a variety of striking features as evidenced in the Figure 2-22 analysis. First and foremost, the floodwalls are an imposing element along the river edge, channeling the river’s flow and protecting the town from flood events up to and including the 500 year flood. Although some of the floodwalls are granite relics from Fitchburg’s industrial boom, most were built in the early 20th century by the US Army Corps of Engineers and are constructed of reinforced concrete. The walls are generally between 10 and 15 feet high and rise 4-6 feet above grade on the land side. Although unquestionably an important part of Fitchburg’s flood protection system, the floodwalls currently block both visual and physical access to the river in most of the downtown area. In many locations of the downtown one can stand literally right next to the river and not know that it is there because of the floodwall that separates it. Scenic resources like the granite arched bridges and minor dams that dot the corridor are virtually invisible because of the

Riverfront Park is an obvious first priority. The city deserves recognition for transforming this former brownfield site into a tremendous community asset.

However, despite the park’s location adjacent to the river bank, one is not aware of the river unless one stands right next to the floodwall. The city already possesses enhancement plans detailing how to move the floodwall to the rear of the park site. This change would accomplish two goals. First, it would increase the flood storage capacity of the river corridor by enabling the park to double as a floodplain during major flood events. Second, it would make possible

Figure 2-22: Downtown River Corridor Analysis 42

a re-grading of the site such that park visitors could see and interact with the river in a pleasant and meaningful way. The design documents that the city possesses detail a set of reclaimed granite steps cascading down to a walkway right along the river bed. Figures 2-23 and 2-24 illustrate what the park might look like with these modifications. The city council voted in Spring 2009 to allocate grant funds for this project and is moving forward with this key first step towards opening up river access downtown.

An enhanced Riverfront Park would become a key node along a new downtown Riverwalk. In order to provide a variety of river experiences and because of limitations in river access, the Riverwalk would be composed of three distinct types of paths: an elevated boardwalk – on top of the floodwall, “blue” trails – low-water, seasonal trails, and street trails. Figure 2-25 diagrams where each of these trail types would exist as part of the continuous Riverwalk system.

Figure 2-23: Riverfront Park Enhancement View Northwest

Figure 2-24: Riverfront Park Enhancement View East

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Figure 2-25: Proposed Continuous Trail Downtown Boardwalks would sit atop the floodwall providing views down into the river and across to the opposite floodwall. Some areas of the boardwalk would be wide access points with a universally-accessible ramp ascending from grade with space for benches and planters (Figure 2-26). Other areas of the boardwalk

between access points would be narrower (Figure 2-27). Construction materials for the boardwalks could include reclaimed local granite and railroad timbers.

Figures 2-26 and 2-27: Typical Access and Narrow Sections of Boardwalk 44

“Blue” (Low-water) Trails run along the river bed between the floodwalls. Although they may be under water during flood season, they would be accessible throughout most of the year – especially in warm weather, and provide the most intimate experience with the river. Access to the Blue Trail could be gained by a ramp or stairwell built in a modular fashion that could easily be removed and stored elsewhere during

flood season (Figure 2-28). The Blue Trail could sit directly on the river bed in some places (Figure 2-29) or could elevate on a structure just above the water in places where there was no room for an earth trail (Figure 2-30).

Figures 2-28: Possible stair and ramp solutions for surmounting floodwalls

Figures 2-29 and 2-30: Typical Riverbed and Elevated Structure Blue Trail Sections

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Figure 2-31: Typical section of on-street trail What does this experience add up to? A visitor or resident would be able to pick up an ice cream cone in town and walk down a tree-lined street trail towards the river, passing shops, restaurants and shady benches for sitting. At the river, the person might encounter a sign explaining the history of the stone bridge while enjoying a mural painted by local schoolchildren about their town. He might stop on the steps at Riverfront Park to read the paper overlooking the river and then stroll along the riverbed or ascend to a boardwalk where he would be able to stop and chat with neighbors and friends about the mosaic inlaid into the opposite floodwall or the unique sculptural bench alongside the path. Eventually, the person could return to downtown in order to shop or dine out or take a spur trail into a neighborhood.

Street Trails would allow for continuation of the Riverwalk in areas where river access is not feasible.

These trails would run along an existing street but would be distinct from a traditional sidewalk in a number of ways (See Figure 2-31). First, they would have a substantial planted buffer, including shade trees and rain gardens. Second, they would include benches and vegetation in front of the businesses it passes. Finally, a unique paving pattern would clearly mark the path. This paving pattern, commissioned to a local artist, could include a river motif along with elements from Fitchburg’s history made out of metal inlaid into concrete paving.

When these three trail types come together to form a continuous Riverwalk downtown, the result could be a diversity of experiences that engage people with the river in unique and meaningful ways. In addition, the trail would be punctuated by interpretive signs as well as murals, mosaics and other public art projects that would enrich the experience and add to its broader appeal. Finally, spur trails would connect the Riverwalk to downtown, neighborhoods and schools in a similar manner to the street trails.

This unique experience would connect residents to their river, their town’s history and to each other while also attracting visitors from around the region to walk, shop and admire.

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Conclusion The North Nashua River corridor is a resource that bonds the City’s natural and cultural history with the goal for a sustainable future, and has been the subject of study of this chapter. Continuing to preserve and protect the river remains an important goal of the City. Improving access and building connections to it represents Fitchburg’s commitment to revitalizing the city.

Three specific projects focused along the river can offer alternative means of travel into the more central parts of town, as well as recreational opportunities throughout rural sections of the Fitchburg community.

Implementation of a continuous trail system can benefit the city socially, culturally and economically, particularly when coupled with the downstream expansion of the Steamline Trail from the proposed e4us Center at the Steam Plant building.

More specifically, realization of the e4us Center will be more viable if connected to an expanded trail network that not only joins disparate sectors of the community, but also connects to a greater Greenway plan. This expansion may include the state forest, which in turn facilitates further connectivity to Saw Mill Pond and Notown Reservoir. This extended network would amount to a vast trail network that could attract regional eco-tourism during the summer and fall, be popularized for winter recreation, and play a positive role in redeveloping the city’s image.

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CHAPTER 3: DOWNTOWN FITCHBURG

CHAPTER 3: DOWNTOWN FITCHBURG The second significant initiative is the improved relationship between downtown Fitchburg and the North Nashua River, which runs through its center.

This is achieved by creating a parkland corridor with multiple access points along the river corridor.

Introduction Downtown Fitchburg exhibits many qualities that make it a unique draw for new businesses and residents. Enduring and varied architectures flank a linear corridor that was built with street cars and pedestrians in mind. A number of the buildings built at the end of the 19th century by notable local architect Henry M. Francis remain, providing visual grace and historical significance to the downtown.

Francis was largely responsible for developing the early architectural character of downtown Fitchburg.

The Phoenix, Rollstone Congregational Church, YMCA and additions to City Hall are among these esteemed buildings that still add to the character and appeal of Main Street.

The third strategy places emphasis on the structure of the Downtown as it relates to green infrastructure.

The configuration of the city is its strength in this regard. The current street block formation includes the pedestrian by design. But, this component can be improved. This segment of our report concentrates on restoring and revitalizing the Downtown with green infrastructure in order to make it a more pedestrian friendly, economically rich and environmentally sustainable resource for Fitchburg’s citizens and businesses. A section of the downtown spanning from Water Street to the Upper Common provides a precedent for the application of new configurations for parking, stormwater management, street calming and street vegetation. By greening the downtown, summer heat gain will be mitigated, which will reduce energy consumption and make the downtown more desirable in which to live and to visit. Applied green infrastructure also offers both aesthetic and social enhancements.

These applications contribute towards an increased community identity. These improvements will likely improve storefront visibility, a promotion of business and better balance multiple modes of transportation - the vehicle, the bicycle and the pedestrian – leading to an increase in pedestrian traffic downtown. The program explored in this chapter also includes provisions for ADA accessibility and family oriented developments, such as new downtown play areas.

Fitchburg’s downtown offers many amenities that support the elder population. The Fitchburg Senior Center, YMCA, Stratton Theater and public library are located in the downtown, encircling historical Monument Park within a block’s distance from one another and to senior housing. Parks, an art museum, restaurants and cafés animate Fitchburg’s central business district.

Prior to the 1920’s, Fitchburg’s downtown was a vital center for business and entertainment. As previously described in the cultural section, the downtown offered multiple opportunities for people from Fitchburg and beyond to shop and take in theater. With the decline of manufacturing, the rise of the automobile and cultural shifts that decreased the available social capital, the downtown lost much of its initial vigor.

Service and provision-oriented businesses closed and moved to the outer edges of the community. This trend has continued into the present. However, the City is taking an active role in reversing this trend first through policy enhancements.

Downtown Inventory To achieve these goals, it was important to learn more about the citizens’ values and opinions about their city. The team developed and implemented a survey that asked seven broad questions concerning the downtown district. The survey explored how citizens relate to the downtown and from this input, the team derived alternatives for downtown improvement.

These enhancements include the creation of new initiatives that allow zoning downtown spaces for residential units, providing incentives to promote new entrepreneurial ventures and to incorporate artist interests through the formation of an artist cooperative that will support and invigorate Fitchburg’s creative economy.

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The following survey questions were administered verbally to over 50 randomly-selected pedestrians in the downtown area in March and April 2009:

10%

• What do you do when you come downtown?

• What is currently missing from downtown?

• How do you get downtown? (i.e. method of transportation; bicycle, car, walk, etc) • How often do you come downtown?

• Where is your favorite outdoor place downtown?

• Do you enjoy coming downtown? Why, or why not?

• Any other further thoughts on the downtown?

31%

20%

29%

Figure 3-2: Reasons to travel to downtown Fitchburg

43%

Survey Analysis The survey data shows most people travel downtown by automobile. The draw downtown for most people was for shopping.

31%

10%

57%

46%

Figure 3-3: Survey Results Concerning Security and Safety in downtown Fitchburg The principal safety and security concerns are further clarified in Figure 3-4.

23%

Figure 3-1: Percentage of trips to downtown Fitchburg per Week The reasons why people come to downtown Fitchburg can be broken down into five categories (See Figure 3-2). Work and shopping combined represented 60% of all the responses. The remaining categories, divided into eating, entertainment and miscellaneous, represented 20%, 10% and 10% of the total responses, respectively. The results of the survey provide a quantitative reference to the supporting idea that the increase in the number of consumer trips into the downtown is an important goal for downtown revitalization.

Figure 3-4: Breakdown of Security and Safety Concerns The survey proved to be an important method for gathering primary, contemporary sources of information. In addition, secondary sources of information were obtained through visual and physical analysis of traffic patterns, street trees and drainage in the downtown area. The analysis also included parking, existing green space and downtown business types.

The citizens of Fitchburg expressed specific concerns related to security and public safety. Approximately 40% of the people surveyed listed one or more concerns about the safety and security in the downtown area.

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Traffic Volumes

From the intersection of Water and Main Streets, extending to Prichard Street, the volume of traffic drops to a moderate amount. The data shows the lowest amount of traffic heads both west on Main Street and east on Boulder Street. This level of traffic stays consistent up until the section of Main Street at the Upper Common. Here, the volume increases to the highest level as Route 31 travels west out of the downtown area towards Crocker Field. From this data one can determine that the downtown has consistently high volumes of traffic on Main Street and Boulder Streets. According to Fitchburg City Hall officials, much of this traffic uses these streets as throughways – on their way somewhere, but only stopping infrequently in the downtown. Vehicles drive through the downtown at excessive speeds, causing pedestrians to feel unsafe (Fitchburg Vision 2020 Master Plan, p 93).

To examine the vitality of Downtown Fitchburg, the team began the inventory process by looking at the volume of traffic that it receives on a daily basis (See Figure 3-5). This data enabled development of specific design interventions to transform the downtown into a more pedestrian friendly and therefore a more vibrant place.

Existing traffic volumes were obtained from the Montachusett Regional Planning Commission for the years 2005 through 2008. The Water Street Bridge heading north into the downtown has the highest volume of traffic. Water Street, a two-lane road, is the main route into the downtown from Route 2 (Fitchburg Vision 2020 Master Plan, p 95). Main Street heading west from Water Street is a one-way street and the primary route through the downtown.

Prichard Street

Figure 3-5: Daily Traffic Volume in downtown Fitchburg

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Downtown Business Type

Off-Street Parking

Figure 3-6 illustrates that downtown Fitchburg is mostly comprised of service businesses (i.e. real estate, insurance, barbershops, restaurants). The few retail businesses presently located downtown offer goods such as clothes, books, and convenience items. Currently, there are fifteen vacant storefronts in the downtown area.

The off-street parking analysis documented in Figure 3-7 shows that currently, ample off-street parking appears to exist close to Main Street in the downtown area (3,005 parking spaces for use by businesses, Fitchburg vision 2020 Master Plan, p. 96). Greening some of these parking lots and spaces can improve the pedestrian experience by providing relief from the surrounding asphalt by providing summer shade, cooling and visual interest (Seattle Department of Planning and Development, 2005). Additionally, there is a perception amongst people who go downtown that the parking arrangements do not provide the visitor with a feeling of security.

Figure 3-6: Downtown Fitchburg Business Types 53

Figure 3-7: Downtown Fitchburg Off-Street Parking

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Drainage

down Main Street towards the lowest point located near Oliver Street where the most catch basins are located. Water also flows from the opposite direction from Water Street. The most practical areas to incorporate green infrastructure, such as bioswales, would be near the catch basins. Storm water overflow from the green infrastructure facilities could be channeled to run into the catch basins, providing and important back-up function.

An inventory of all drainage catch basins on Main Street was documented in Figure 3-8 to determine the possible locations to implement green infrastructure for hydrologic functions. We located twenty-four catch basins on Main Street. The highest elevation point is above the Upper Common. Water flows

Oliver Street

Figure 3-8: Location of catch basins in downtown Fitchburg, as well as the direction of water flow.

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Green Space

would fill in the gaps on Main Street creating physical connectivity from the Upper Common, along Main Street to Riverfront Park and intercepting rainfall, thereby reducing stormwater runoff (See Figure 3-9).

Key pedestrian locations are the Upper Common, City Hall, the library, Monument Park, and social services – where people move between important downtown destinations, like the library and parks. This street tree corridor would link these five key pedestrian locations together.

The largest green spaces in the downtown are the Upper Common (1.04 acres) and Monument Park (.64 acres) (Fitchburg Vision 2020 Master Plan, p. 131).

There are 68 trees from the Upper Common, along Main Street, to the intersection of Main and Water Streets. There are 34 trees located along the Upper and Lower Commons, and Monument Park, and 34 trees located along Main Street. Proposed trees

Location

Figure 3-9: Plan – Existing and proposed trees in downtown Fitchburg.

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Recommended Actions

emergency phone alert stands stationed where in a time of need, a person can locate and request police assistance.

To attract more people downtown and increase the frequency of shopping visits, the City first needs to attend to access issues. Since most people use automobiles to get into town, parking should be reconstructed along the Main Street corridor to make it more accessible and pedestrian-friendly. Adding bike lanes and bicycle racks in the vicinity of the downtown area would also support alternative transportation.

Adding traffic lights aligned with crosswalks would help slow traffic and facilitate pedestrian crossing.

More available public transportation with improved signage and additional stops may also encourage more people to come into town, thereby supporting business and contributing to Fitchburg’s image.

Street Trees Trees represent an important component of green infrastructure. Tree plantings beautify the downtown and increase property values by improving curb appeal. According to the United States Forest Service, property resale and rental value can be increased by as much as ten percent (“Benefits of Trees in Urban Areas”, http://www.coloradotrees.org/benefits. htm#realestate). Tree values continue to appreciate as they mature, adding an aesthetic dimension to the street, providing cooling to both pedestrians and bikers, and more importantly, assisting in the management of stormwater runoff. Factors such as these are likely to lead to more businesses settling on Main Street. People will more likely park their vehicles and frequent the new downtown shops and restaurants (Ohio Department of Natural Resources, 2009). Furthermore, new trees planted to fill in vacant sidewalk space along Main Street would create spatial and visual connectivity from the Upper Common to Riverfront Park.

A vital and rich cultural life in the downtown area is also an important constituent of a healthy downtown.

As the historical accounts indicate, theater was once integral to the life of the town. The Longsjo Classic and Trick or Treat on Main Street are two present day events that draw many families and children to the downtown area. However, more events with concentrated activity in the downtown area could further support business. Activity and business would increase perception of downtown Fitchburg as a destination. Some additional ideas to create a more integrated downtown: hold a weekly farmer’s market, establish more indoor and outdoor cafés, and budget for longer and more frequent hours available at the library. Attractive night life, as well as festivals and fairs, located in the center of the downtown could further revitalize the downtown.

Parking According to the survey, the public perceived parking as problematic and one reason for not frequenting downtown Fitchburg. Providing more convenient, on-street parking within the vicinity of a destination is generally perceived favorably by the average citizen and merchant. This study reviewed angled parking as an alternative to provide more on-street parking that is accessible to motorists. Providing well-located parking situated near retail and business districts can support the City’s objectives for economic redevelopment. Angled parking can accommodate 50 percent more automobiles than parallel parking, and helps to slow traffic, thereby creating a downtown that is more pedestrian friendly (Kent, “Finding a Place for Parking”, 2009).

Safety As previously mentioned, the issue of safety breaks down into four main concerns; lighting, traffic control, parking and crime. More lighting along sidewalks and in parking areas generally helps to provide a sense of security in urban areas. More stoplights and illuminated pedestrian crosswalks can also assist in slowing traffic. Off-street parking lots with direct access to Main Street would increase safety by limiting pedestrian interaction with busy streets and traffic. Reconfiguring the current parking configurations along Main Street to narrow the road width can help reduce the speeds of through traffic and improve pedestrian safety. There could also be

Pedestrian Crosswalks The U.S. Department of Transportation, Federal Highway Administration defines a pedestrian crossing as any location where a pedestrian leaves the sidewalk 57

and enters the roadway. Therefore, designing effective pedestrian crossings, as well as defining appropriate locations for at-grade marked crosswalks, are critical to the goals of the City. The subsequent design proposals will explore crosswalk enhancements, such as signage, lighting, signal controls and “zebra striping”, in areas located between Prichard and Blossom Streets, as well as in front of the City Hall building. Excessive speeds traveled by motorists was the primary driver in focusing on these areas to slow traffic and ensure pedestrian safety.

additional rain gardens are proposed near the Verizon building and in the median between the Upper and Lower Commons. These rain gardens will strengthen the green connectivity already established by the street tree plantings through the downtown area (Kent, “Finding a Place for Parking”, 2009).

Proposed Design Strategies Based on the site analysis of downtown Fitchburg, the team identified four specific study areas along Main Street to implement green infrastructure strategies.

Figure 3-10 locates these strategies in the following study areas:

Rain Gardens Rain gardens on either side of Main Street between Oliver and Blossom Streets will be placed near the existing drainage basins so that stormwater overflow will be captured first by the rain gardens and will allow any additional overflow to exit into the basins. Two

• • • •

Upper Common Bijou Theatre Lot Verizon Building Lower Main Street

Bijou Theatre Lot

Lower Main Street Verizon Building

Figure 3-10: Plan of proposed designs for downtown Fitchburg 58

Each subsequent section explains installation of a proposed greening method and describes the probable benefits arising from their implementation, such as the rain garden highlighted in Figure 3-11.

Figure 3-11: Cross section of a Rain Garden showing storm water overflow in the lower right and suggested depth of soil mix (http:lakeathome.com/home-tips/)

Figure 3-12: Proposed rain garden location - Upper Common The portion of the median that will be replaced is 4 feet wide at the lowest elevation and 6 feet wide at the highest elevation. Currently, there is parallel parking on the westbound side of this median. The proposed rain garden will replace three of these parking spots. The width of this rain garden will be 12 feet at the lowest elevation, gradually increasing to 14 feet at the highest elevation. The total length of the rain garden is 60 feet. The present width of this section of Main Street is 40 feet and includes the width of the parallel parking on each side of the street. Due to the installation of the rain garden, the two lanes on the westbound side of Main Street will each be narrowed to 12 feet wide. Figure 3-13 and 3-14 illustrate cross sections of Main Street between the Fitchburg Sentinel building and the Longsjo Office building, before and after the rain garden implementation.

Upper Common The installation of a rain garden directly below the Upper Common will connect the Upper and Lower Common areas with green infrastructure and maintain the proposed continuous green corridor from the Upper Common to the Riverfront Park. The rain garden will replace a concrete median, which currently separates the two lanes heading west on Main Street from the two lanes heading east (See Figure 3-12). The drainage basin located on the westbound lanes of Main Street, directly below the location of the proposed rain garden, will serve to catch the storm water overflow from the rain garden.

Figure 3-13: Section A - Existing conditions on Main Street between the Fitchburg Sentinel Building and the Longsjo Building; note parallel parking on westbound side 59

Figure 3-14: Section B - Proposed redesign of Main Street between the Fitchburg Sentinel Building and the Longsjo Building

Figure 3-15: Plan view of proposed rain garden below the Upper Common Additionally, there is presently little shade at this site with no street tree plantings. Two Japanese Zelkova trees (Zelkova serrata) will be planted in the rain garden (See plan in Figure 3-15). The Japanese Zelkova is pollution and wind tolerant, and prefers moist soils and sunny conditions. This species is also known to tolerate cold winters, like in Massachusetts, and is pH adaptable (Dirr, 1998).

wider “buffer” between the sidewalk and driving lanes would be created. A typical parallel-parking lane provides 8 to 9 feet of buffer, while an angle-parking lane provides 18 to 20 feet. This increased buffer results in reduced vehicle splash, reduced noise, reduced fumes and improved perception of safety for the pedestrian (Edwards, “Changing On-Street Parallel Parking to Angle Parking”, 2002). Where significant pedestrian volumes may exist on Main Street, the added buffer width created by angle parking can make a big difference in the walking environment, and ultimately the pedestrian experience. At the time of publication of this report, the City of Fitchburg is evaluating additional options for angle parking along Main Street through an engineering study conducted

by Tighe & Bond.

In conjunction with the above streetscape improvement, another important factor to consider in the Upper Common area is the type of parking.

Currently in front of the Federal Building, 7 parallel parking spaces exist. Introducing angle parking in this area would provide a total of 14 parking spaces, thereby increasing parking two-fold. In addition, a 60

Bijou Theatre Lot

community created the Fairhaven Village Green (Figures 3-16 and 3-17). The Green is described

by Leslie Bryson, Director of Bellingham Parks and Recreation Design and Development Department, as one of the most successful projects that she had been involved in. This success she attributes to a number of factors that fortuitously came together as the project developed. Not the least of these is the role that the community and business stakeholders played. Today the park is both programmed and maintained by the local merchant association.

The summary plan for the downtown states the desire to increase amenity and green infrastructure with the goal of enhancing the aesthetic of the downtown, which in turn will promote business vitality, pedestrian traffic and healthy social interactions. City landscapes are in continuous flux, places are made, and often decline and renew. The historic account of Fitchburg describes an era where the downtown was rich with specialty shops and theaters. Most of these cultural outlets are gone now, but what remains is the street and building architecture, and the mosaic of parks and greens that scaffold the city for a new present. Across from City Hall stands the old Bijou Theatre, which is currently empty. Beside the theater is a vacant, overgrown lot. On special request from the City, this lot became one of the focus areas along the Main Street corridor targeted for ideas and vision. The lot has clearly delineated walls, floor and ceiling. The lot is set below sidewalk grade and along its east edge is the vertical brick face of the theater’s exterior wall. Scrub trees provide a ceiling.

These edges give the space enclosure. The sum of these factors results in a space that seems intimate and self-contained. Additionally, there seems to be a synergistic relationship with the Lower Common, a relatively small park across the street from the Bijou lot adjacent on the west side of City Hall. The Lower Common appears to have similar dimensions to the lot next to the theater, but is at street level, bounded at one end by a parking area and on the other end

by Main Street. Connecting these two spaces by design supports the goal to promote contiguous green infrastructure. In retrospect, it seems as if the Bijou lot is a natural extension of the Lower Common.

These spatial considerations set the stage for how the park might be utilized by the community.

Figure 3-16: Fairhaven Village Green (Covered Pergola) (http://www.cob.org/services/recreation/ parks-trails/fairhaven-village-green.aspx)

Figure 3-17: Fairhaven Village Green (Projection Screen) (http://www.cob.org/services/recreation/ parks-trails/fairhaven-village-green.aspx)

A possible model for this site in Fitchburg can be seen in Fairhaven, Washington. Fairhaven is one of four townships that merged to form the city of Bellingham in Washington state. In the center of the Fairhaven business district is a small park constrained on two sides by multi-story historic brick buildings and street shopping. For many years this vacant space served as an informal green for visitors frequenting Fairhaven’s many shops and boutiques. The City of Bellingham Parks and Recreation Department acquired the property and with the support and help of the local

Fred Kent from New York City’s Project for Public Spaces theorizes that in order to make a place you must have ten things for people to do. Fairhaven Village Green achieves this idea. The park provides a covered pergola, which encourages people to visit the park regardless of frequent Bellingham rains (Figure 3-16). Visitors use the park for sitting, strolling, reading, socializing and picnicking. A central lawn 61

Verizon Building

accommodates group programs. Once a week, the park has an open air farmers market. The pergola can be divided into stalls to shelter merchants and their customers from the Bellingham rains. The stage is used for concerts and provides a play stage for children. A screen on the back wall of one of adjacent buildings (Figure 3-17) allows for outdoor cinema. Additionally the space can be rented for special events.

The addition of a rain garden adjacent to the Verizon building on Main Street would provide green infrastructure between City Hall and the Main and Water Street intersection. Similar to the Upper Common rain garden design, the proposed rain garden design for this one-way section of Main Street also removes 3 existing parallel parking spaces currently in front of the Verizon building (Figure 3-18) in an effort to narrow two lanes of traffic to 12 feet each. The narrowing of the street to a 24 foot width will have a traffic calming effect. The recommended lane width for a pedestrian-friendly primary arterial street is 11 to 12 feet (Nedeljkovic, 2004). This segment of the street is a block east of City Hall, which according to our analysis, is one of the key pedestrian locations on Main Street. Slowing down traffic in this area will provide for a safer pedestrian experience near City Hall. Furthermore, a drainage basin is located strategically down the street from the rain garden.

In the case of a severe storm, rain water that has not percolated into the soil in the rain garden will be channeled out of the garden and down the street to this existing catch basin (Figure 3-18).

Like the Fairhaven Green, Fitchburg’s Bijou lot has great potential to add to the social and cultural amenities of the Downtown. Its scale and its location share in some of the characteristics of Fairhaven Park. Some of the same potentials for use might be applied. The structure of the space, its floors, walls and ceiling sets the area as a place apart. Its location across from City Hall seems advantageous for staging special events. The arrangement may especially accommodate private parties or events. Portions of the lot could be configured as a community space for children. At present no other child-oriented play area is situated along Main Street. This accommodation could serve families who have small children and who need to conduct business at city hall or shop along Main Street. During special events like the Longsjo Bike Race, the play area would provide an active outlet providing families a place away from the crowds. Another important dimension to consider when developing a plan for the Bijou lot is to provide handicap accessibility. This need can be easily accommodated. A handicap ramp could be added to enable access up the 8 foot distance from the park area to the street. Incorporating rain gardens and native vegetative plantings into the parkscape would contribute to the green infrastructure of the downtown. All these potential additions will add to the welcome, comfortable, green feeling in the downtown area; and when put into the broader context of Main Street with its numerous parks and added green amenities, have the power to generate a greater sense of community and cultural vibrancy in the downtown.

Figure 3-18: Proposed rain garden location - Verizon Building; note location of the catch basin

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side of the street. This particular rain garden will contain native shrub plantings. No tree plantings are recommended in this rain garden because the front lawn of the Verizon building already contains existing trees leaving little room for the canopy of the new trees to mature. Figure 3-19 and 3-20 illustrate cross sections of Main Street between the Verizon building and Fidelity Bank, before and after the rain garden implementation.

The existing street width is currently 40 feet wide from curb to curb, which includes 8 feet of parallel parking on both sides of the street. Unlike the Upper Common rain garden design, this proposed rain garden will extend out from the existing curb by 8 feet. The total length of the rain garden is 60 feet.

The remaining width of the street will continue to support two lanes of traffic, each 12 feet in length, as well as the parallel parking located on the westbound

Figure 3-19: Section A - Existing conditions on Main Street between the Verizon Building and Fidelity Bank

Figure 3-20: Section B - Proposed redesign of Main Street between the Verizon building and Fidelity Bank

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Lower Main Street

curb extensions or pedestrian “bulbouts” can alter streets to allow safer on-street parking and improved pedestrian circulation by reducing the speed of through traffic. Curb extensions expand the sidewalk or curb line out into the parking lane and at intersections – effectively reducing the street width. In addition, pedestrian crossings are improved by shorter pedestrian crossing distances, roadways are visually and physically narrowed, the ability of pedestrians and motorists to see each other is improved, and the time that pedestrians are in the street is reduced (http://www.seattle.gov/ transportation/pedestrian_masterplan/pedestrian_ toolbox/tools_deua_bulbs.htm, 2009). Pedestrian “bulbouts” also can be designed and equipped to house bicycle parking (Figure 3-22a and b).

This segment of the report focuses on the eastern section of Main Street between Fox Street and Blossom Street. In accordance with the aforementioned objectives, implementation of green infrastructure strategies such as additional street trees, safe pedestrian crossings, and additional rain gardens to capture stormwater runoff are being proposed in the Figure 3-21 plan to complement the City of Fitchburg’s revitalization efforts.

The reconfigured streetscape plan for Main Street recommends green infrastructure improvements, including crosswalks enhancements and rain gardens with integrated street tree plantings. The addition of

Figure 3-21: Plan of Proposed Green Infrastructure for lower section of Main Street

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Figure 3-22a and b: Pedestrian bulbout with covered bicycle parking (City of Corvallis, OR, http://www. walkinginfo.org/pedsafe/casestudy.cfm?CS_NUM=51).

At-grade pedestrian crosswalks are currently marked along major downtown intersections of Main Street.

However, additional treatments are necessary to slow traffic and ensure pedestrian safety. Better definition combined with signage, signal controls and lighting can significantly improve pedestrian crosswalks by providing elements that are easily seen by drivers (See Figure 3-23). These same elements act as indicators to pedestrians that it is safe to cross the street. A pedestrian corridor should be viewed as a special place to stop, see and experience something, therefore thoughtful design is essential.

(d) control signal

(c) sign

(b) advanced stop lines (a) brick paving Figure 3-23: Examples of Pedestrian Crosswalk Designs and Elements ((a) brick paving, (b) advanced stop lines, (c) signs and (d) control signals) (http://www.woodwardavenue.org/uploaded_pics/pdf/pdf-20081216232657. pdf, 2006)

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Along the stretch of Main Street between Fox Street and Blossom Street, there are twenty-six parallel parking spaces on the westbound side of the existing two-laned one-way street. As stated previously, the City of Fitchburg is currently evaluating angle parking in this location. As described in the inventory section of this chapter, a high concentration of catch basins was identified at Oliver Street. Therefore, incorporating rain gardens with street trees into the parking design along this section of Main Street would allow stormwater runoff to be captured prior to being channeled into these catch basins. This pairing of two green design strategies is an effective means to maximize the City’s green infrastructure.

To preserve and enhance storefront property, street trees are carefully located and spaced at 20 feet on center (Figure 3-24). To maintain pedestrian safety, high branching trees are best for sustaining good visibility. Matching the appropriate tree to the site based on desirable characteristics in an urban setting can create a distinct downtown atmosphere. We recommend planting London Plane Trees (Platanus x acerifolia) for their adaptability to soil compaction and ability to withstand high pH conditions and pollutants.

Another viable option would be Thornless Common Honeylocust (Gleditsia triacanthos var. inermis), a compact tree with fine leaf texture that allows for ample light to filter through to the sidewalk.

Figure 3-24: Improved Storefront at 475 and 477 Main Street

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Conclusion Today, Main Street of Fitchburg is a linear corridor that is shaped by its history and geography. One of its primary challenges is changing the street dynamic from a vehicle-oriented environment to one that accommodates both vehicles and pedestrians. In order to make this happen, it is important to harmonize pedestrian safety, aesthetics, and greeninfrastructure. Each of the four study areas along Main Street – Upper Common, Bijou Theatre Lot, Verizon Building and Lower Main Street – address connectivity, green infrastructure, and quality of life and city image. The interventions presented in this chapter are intended to develop the qualities that bring vitality and a rich cultural life that make the Downtown more of a destination.

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CHAPTER 4: THE WATER STREET CORRIDOR

CHAPTER 4: THE WATER STREET (ROUTE 12) CORRIDOR Introduction This section of the report focuses on State Highway 12, also known as Water Street, extending southeast from downtown Fitchburg to the Leominster town line (Figure 4-1). This highway corridor serves three functions: first, as a gateway to the City of Fitchburg from Route 2, the main highway from Boston and neighboring towns; second, as a main street for neighborhoods such as South Fitchburg and The Patch Neighborhood; and third, as a primary conduit between the cities of Fitchburg and Leominster. At the north, or downtown end, Water Street crosses the North Nashua River. An abandoned rail line runs parallel along the entire length of Water Street on the northeast side between the river and the street.

Narrow parcels follow much of the corridor between the railroad and the highway right of ways. The land widens between road and rail from the Patch neighborhood to “The Falls ”. On the southwest side of Water Street, narrow parcels are squeezed between the street and a steep hillside. These narrow parcels on Water Street developed as worker’s housing during Fitchburg’s industrial period. Later, many were divided into small apartment buildings and others have been torn down to build auto-oriented retail, including gas stations and convenience stores.

Figure 4-1: Water Street Context Map (Mass GIS Ortho, 2005, Land Use Mass GIS, 2009) improvements will transform Water Street into a more welcoming environment for visitors, residents and investors.

Fitchburg’s Front Porch “Fitchburg will build itself a new front porch and paint it green.” This phrase summarizes the vision of this study for the Route 12 Water Street corridor. The vision divides into four objectives, each supported with a set of strategies. The objectives and strategies, elaborated upon in the following sections, are introduced below:

Over the years, signs of disinvestment have begun to appear in the neighborhoods along Water Street.

Building facades show disrepair. The corridor lacks a consistent tree canopy. Sidewalks are intermittent.

Parking lots are paved to the edge of the street, often with wide open curb cuts, reducing safety for both traffic and pedestrians and presenting an unattractive auto-oriented environment. These factors when they become the dominant spatial configuration along a corridor neither present a welcoming environment for first time visitors to Fitchburg nor to local residents. Green infrastructure forms the foundation for the proposed improvements, which aims to address aesthetic and functional challenges while offering environmental benefits for the Water Street neighborhoods and the greater city of Fitchburg. The following proposals address this cycle of disinvestment. These streetscape and recreational

Enhance the visual appearance of Water Street so that visitors entering Fitchburg, local residents and potential investors see an attractive place of beauty and economic vitality: • Increase tree and shrub cover within and along public rights-of-way • Unify design standards of street furnishings (such as benches, lighting and signs) • Enhance the curb appeal of local business and residential properties 70

Promote green infrastructure to restore and enhance environmental services along Water Street:

Water Street Corridor Inventory Route 12, also known as Keene Way, was built in 1922 as a north-south interstate connecting Groton, Connecticut with Morrisville, Vermont (http:// en.wikipedia.org/wiki/New_England_Interstate_ Route_12). The density of businesses and homes increase as a state highway passes through more populated areas, as it does through Fitchburg.

Street-side restaurants, gas stations, roadside motels, entertainment outlets, auto sellers and convenience stores, many of which are likely to be family run and catering to the automotive public, interlace with single and multi-family housing. Water Street’s tapestry of neighborhoods and commercial enterprises along the corridor maintain qualities characteristic of the old state highway (Figure 4-2). Notably absent though are more recent multi-national, corporate run businesses now often found along these highway corridors that contribute to a predictable, generic American landscape. At present these too-familiar outlets are concentrated across the town line closer to Route 2 in Leominster. To its benefit, the Water Street corridor maintains much of the character of the old state highway. The intermittent neon light, the mid20th century “decorated shed” building vernacular, the Spanish grocer, and neighborhood institutions, like the Family Café in Figure 4-3, contribute to the culture, character and quality of life of the surrounding

• Reduce impervious surfaces • Increase opportunities for stormwater infiltration • Reduce/mitigate urban heat island effects • Improve air quality Increase connectivity between downtown Fitchburg, its neighborhoods and amenities and Leominster by providing a variety of alternative and efficient transportation modes: • Accommodate automobile circulation while allowing for safe and reliable transportation alternatives • Increase availability and accessibility to public transportation • Promote development of the Twin Cities Rail Trail Increase the desirability and competitiveness of historic neighborhoods with a focus on The Patch Neighborhood as a pilot study: • Respect neighborhood identity and history through understanding of the structure and architecture • Address “quality of life” issues, such as safety, recreation opportunities and social interaction • Promote sustainable neighborhood enhancement and redevelopment through the use of green infrastructure (tree planting, rain gardens, green alleys, living streets, community gardens) • Increase connectivity to downtown Fitchburg, the Multi-modal Center and the Twin Cities Rail Trail The Water Street Corridor provides several opportunities to demonstrate how green infrastructure can be used to meet the above objectives. The first is Water Street itself, the rightof-way and the surrounding properties. The second is the Twin Cities Rail Trail. Finally, we will focus on a small neighborhood known locally as The Patch.

Figure 4-2: Neighborhoods enterprises along Water Street 71

and

commercial

Fitchburg neighborhoods. Assessment of Water Street assets and challenges examines in closer detail the qualities of this corridor, and focuses on how the character of place can be enhanced with planning for green infrastructure.

Figure 4-3: Family Café on Water Street

Assets Neighborhoods Figure 4-4: Water Street Assets (Mass GIS, 2009)

Water Street (State Highway Route 12) passes through several neighborhoods. The same development pattern which formed the downtown emerged along Water Street. As industries built the mills along the river to the east, these companies also established worker housing within walking distance. These houses often were designed to accommodate two to three families. Before the automobile, the important means to commute to work was on foot. The City planned and built a system of corridor easements and stairs that connected the lower neighborhoods and neighborhoods in the surrounding hills with the mills below. These interesting historic corridors are important to note as they provide another level of connectivity to research when planning for modern pedestrian links to the Nashua River. Figure 4-4 shows, in orange, residential land use both along Water Street, as well as extending into the neighborhoods to the west. Many of the houses on the street are now multi-family homes with minimal setbacks that only extend 8 feet in some sections. This neighborhood structure also extends into historic neighborhoods like the Patch, which are aligned in a more grid-like orientation. As a result, the setbacks paired with narrower secondary streets can have a more intimate, quieter character than Water Street.

Traffic Volume Water Street handles high volumes of traffic entering Fitchburg from the east. This state highway is the major connector to Leominster, Route 2 and the greater Boston areas. MassHighway reports that an average of 13,800 cars traveled the road daily in 2006. The busy Bemis Street intersection connects with shopping outlets to north.

Commercial Activity Water Street is zoned as a central business district, which allows for both retail and residential use. The high volume of traffic along Water Street and direct access to major highways is likely to provide these retail outlets with sufficient volumes of business. A variety of local businesses with off-street parking characterizes much of the commercialization along this corridor, which is typical of the segment of street that passes along the edge of the Patch neighborhood.

At the northern end of Water Street is a modestlysized strip mall with grocery, clothing and electronic stores. Commercial lots with large parking areas, gas 72

stations, convenience stores, a liquor/grocery store, a car dealership, a hair salon and a Salvation Army thrift store demonstrate the diversity of business along Water Street. Like the mills situated on the North Nashua River, vacant retail buildings with offstreet parking lots present significant opportunities for renewal along Route 12 that could lead to new potential residential and commercial infill development.

Grouped Commercial Lots Figure 4-5 highlights commercial lots adjacent to significant road side property. These impermeable asphalt lots cover a broad surface area and provide little vegetation. Their scale is vast and impersonal, not presenting a comfortable or attractive human environment. Likewise, the amount of surfacing has numerous ecological consequences, such as water runoff, heat island effects and fragmentation of ecological systems. Much of this area’s present vegetation is overgrown and not well maintained. As a result, potential views of the North Nashua River, mill era dams and the new 5th Street suspension bridge are currently obstructed. With regular pruning and establishing a maintenance plan, the prospect of viewing these assets could become spectacular.

Access to Proposed Twin City Rail Trail The abandoned rail line is accessible at several points along Water Street. This rail line is being considered as a potential rail trail connection between Fitchburg’s central business district and Leominster’s commercial corridor along Route 12. A major intersection at Bemis Street crosses with the rail line on the north side of the street. Reconfiguring the intersection to integrate with the road corridors at this location would create an important access point to the trail, and significantly increase regional connectivity. Similarly, the rail line passes directly behind Halloween Costume World, which with its fairly flat and open grade would provide another logical rail to road link with Water Street.

Additionally, at 5th Street, Bemis Road and Battles Street, major rail trail crossings could be established to serve as rail trail access points due to their close proximity to Water Street.

1

2 3 4 5

6

Challenges Traffic Volume While the high traffic volume supports retail outlets, it detracts from the pedestrian character and safety of the street. In response to this traffic MassHighway has widened driving lanes, added turning lanes at the Bemis intersection, and raised sidewalks with 5 inch curbs. At the time of this document, construction had made its way to Bemis Street. These changes contribute to the feeling that Water St. is a transportation corridor as opposed to a neighborhood and a destination.

7

Figure 4-5: Grouped Commercial Lots on Water Street (Mass GIS, 2009): 1. Shopping Plaza 2. Halloween Costume World 3. Neighborhood/Auto-related Business 4. Gentlemen’s Club 5. Wachusett Potato Chip Factory 6. Diner/Auto-related Business 7. Salvation Army

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Undefined Curb Cuts Many of these commercial lots have wide ambiguous curb cuts that create dangerous traffic patterns (Figure 4-6). Due to the lack definition, people may not know where to enter or exit an establishment and can act erratically potentially causing an accident. Curb cuts in lots south of Bemis Street, where MassHighway construction has occurred, are better defined and achieve appropriate safety standards.

White = Impervious Surface

Figure 4-7: Impervious Surface Map (Mass GIS, 2009) Figure 4-6: Water Street looking South from Auto Sales Business Impervious Surfaces The white layer in Figure 4-7 delineates all the impervious surfaces of roads, roofs, and parking lots.

The largest of the white areas attribute to the parking areas of adjacent commercial centers (See Figure 4-8).

During rain storm events and spring thaw, water from all impervious surfaces collects contaminants and enters the combined sewer overflow systems, where it can then be discharged directly into the river. This non-point pollution source runoff directly impacts river water quality.

Figure 4-8: Central Plaza (Market Basket) permeable pavers along the edge of the sidewalk, around the wells and along the street would function better for trees allowing for more water infiltration.

The surface change between the concrete sidewalks and the road aesthetically delineates space and signals to the pedestrian the transition from walkway edge to road. Replanting other areas along Water Street presents a greater challenge due to the limited setbacks and overhead power lines.

Gaps in Existing Street Tree Canopy Figure 4-9 maps the areas along Water Street that have street tree plantings. The Patch neighborhood on the northern end of Water Street, and the residential area north of Bemis intersection, have the densest tree canopies. Places where trees once existed in the Patch section of Water Street are identifiable by the old sidewalk planting holes, some that have been filled in with concrete. These tree wells could be refurbished and replanted. Adding stone cobble or 74

Through the application of green infrastructure, beauty, health and appeal of the corridor can be improved. Further consideration - and appreciation - of Water Street’s function, history, roadside architecture and relationship to rail and the river can help to guide future development along this gateway into Fitchburg.

Area #1

Figure 4-9: Existing Street Tree Canopy on Water Street (Mass GIS, 2009)

Water Street Corridor Recommended Actions Recommendations for improvement of the Water Street Corridor in some ways draw from the same pool of design ideas that have been explored along the Main Street corridor, including: rain gardens, reconfigured parking and street tree plantings. To foster the character of the highway, to promote pedestrian use and safety, to coordinate adjacent large commercial lots with significant roadside property and to provide incentives to land owners for addressing roadside appearance are among some of the planning objectives that apply to Water Street (See Figure 4-10 Concept Map).

Area #1

Figure 4-10: Concept Map for Water Street (Mass GIS, 2009) Street Trees Street trees can be placed along the western side of the road as no power lines exist overhead (Figure 4-11). Massachusetts law allows a city to plant and maintain trees on private land, within 25 feet of the Right of Way (ROW), with permission of the property owner. This increases the ability of the City to create a contiguous green planting along the entire corridor, which is attractive but also has ecological benefits. A more complete urban canopy will require less drainage infrastructure, reduce home summer cooling costs, and cast shade over the urban pavement creating a more pedestrian friendly environment. Aesthetically, these street tree plantings will create a unified character along Water Street, as well as vertical walls framing streets and defining edges helping to guide

Both Main Street and Water Street (Route 12) act as primary corridors functioning to move traffic quickly through. This emphasis on efficient movement from Route 2 to Fitchburg’s central business district is one of the objectives for MassHighway’s widening and recurbing work along Route 12. This objective does not suit Main Street, where the hope is to encourage a pedestrian culture. In some ways, widening Route 12 to achieve better movement into and out of Fitchburg is contrary to the hopes that sections of Water Street, particularly the segment that spans from downtown to 5th Street along the south edge of the Patch neighborhood, can also become a destination.

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motorists’ movement and reduce overall speed. The green corridor will provide an anticipated spatial and visual connection with the downtown plantings, and contribute to the broader goal, to create a ‘green’ city.

owners for integrating rain gardens into their roadside landscape. The contributions to the appearance of Water Street and the ecological benefits are invaluable.

Creative tax incentives should be provided to home owners willing to plant trees on their property.

The City could develop a program that provides homeowners with tree options classified both by type and the height of the mature specimen. Some tree recommendations include: Thornless Common Honeylocust (Gleditsia triacanthos var. inermis), Pin Oak (Quercus palustris), Red Oak (Quercus rubra), Amur Maple (Acer ginnala), Red Maple (Acer rubrum), Green Ash (Fraxinus pennsylvanica), male species of Ginkgo (Ginkgo biloba), and Littleleaf Linden (Tilia cordata).

Figure 4-12: Commercial Parking Lot Improvements, Water Street Looking North Gateways to Rail Trail and Retail Development Shown in purple in Figure 4-14 are vacant lots that can serve as new retail locations. Some of these vacant commercial parcels demonstrate limited parking. Some street parking could compensate for this loss. Accommodating the pedestrian with comfortable, wide, shady sidewalks and convenient well-placed access gateways to the rail trail are likely to attract people from nearby neighborhoods and condominiums to new retail, restaurant or entertainment outlets.

Figure 4-11: Water Street with proposed street trees Rain Gardens

Conclusion

Rain gardens could be located along the Water Street corridor and as part of the redesign of grouped commercial lots (Figure 4-13). Rain gardens have the benefit of providing spatial volume – defined with small trees and shrubs. The gardens can be used to define access points into the parking lots and help to reshape undefined curb cuts (Figure 4-12). Rain gardens are aesthetically appealing, and with street tree plantings, help to visually harmonize the built environment. Rain gardens contribute to healthy ecology by reducing the percentage of impervious surface cover and improving water management through non-conventional means.

The Water Street corridor is the gateway to Fitchburg. For this reason, it is important to strive for harmonizing use, aesthetics and ecology. The corridor’s uniqueness comes from the parallel road, the river and rail - a threefold relationship that can unite connectivity with usability and appeal. The design interventions are intended to augment these qualities.

Like with a street tree program, economic incentives should be offered to both business owner and home 76

Figure 4-13: Area #1 on Concept Map – Proposed Designs for Rain Gardens, Street Trees & Views related to Commercial Lots (Mass GIS Ortho, 2005)

Figure 4-14: Area #2 on Concept Map – Proposed Designs for Street Trees, Vacant Lots and Gateways (Mass GIS Ortho, 2005)

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Twin Cities Rail Trail

Plan (City of Fitchburg, 2007) as a priority for implementation. Both cities are in negotiations with the Railroad for the right-of-way. A transfer of title would benefit both parties as the abuse of and encroachment upon the right-of-way is a continuing and growing liability for the Railroad.

The CSX Railroad owns a right-of-way, which is no longer used, between the downtowns of Fitchburg and Leominster. The rails have been pulled up and the ties removed leaving a gravel and cinder rail bed.

Since the railroad infrastructure was removed, the corridor has been encroached upon and has become a place of illegal trash disposal. Despite signage that prohibits the use of all terrain vehicles (ATV’s), young people often use the corridor for this activity. This neglected railroad corridor is an opportunity for the City of Fitchburg to connect Downtown Fitchburg, its neighborhoods and amenities such as the train station, the river and South Fitchburg Playground, with Leominster (Figure 4-15).

The following proposals describe how the Rail Trail can be designed using green infrastructure techniques to reduce any negative impacts it might have, offer ecosystem services to the neighborhoods, and increase the pleasure of the experience for trail users. The current physical characteristics of the trail in terms of assets and challenges will be introduced first, followed by planning concepts to illustrate how green infrastructure can be used to connect neighborhoods and amenities within the City of Fitchburg, to each other and to the region.

The concept of the Twin Cities Rail Trail is described in the City of Fitchburg’s Open Space & Recreation Plan

Figure 4-15: Twin Cities Rail Trail Location Map (Mass GIS Ortho, 2005; Mass GIS, 2009) 78

Rail Trail Inventory

To facilitate the discussion of the potential for development of the Rail Trail, the following section presents an inventory of the assets to be utilized (Figure 4-16).

The Rail Trail right-of-way is located between and parallel to Water Street and the North Nashua River, from The Patch neighborhood to the city limit of Leominster. For an additional two and one half miles, it continues to Mechanic Street in downtown Leominster, where it becomes an active track again. In the Fitchburg portion, the right-of-way is a sinuous strip of land varying in width from 50’ in the straights to 100’ at the apexes of curves over a length of approximately one and one half miles. The elevation of the rail bed gently slopes from about 120 meters above sea level where it enters Fitchburg at Battles Street down to about 100 meters on the floodplain of the North Nashua River where it ends at approximately Third Street, at an average grade of 0.8%. To achieve this very slight grade, which was necessary for the 19th Century steam locomotives for which it was designed, engineers designed a cut along a steep hillside from Duck Mill Road north almost to a present day business called the Halloween Costume World. To the southwest of the rail bed (on the left if one is traveling north), a steep slope rises above the trail to the backs of homes and businesses, typically out of sight behind trees and beyond the slope’s head. To the northeast, is a similarly steep drop to the valley floor overlooking a large, new residential condominium (“The Falls at Arden Mills”), the foundation of an old mill and the North Nashua River.

Figure 4-16: Rail Trail Assets (Mass GIS Ortho, 2005) To achieve the objective of the Twin Cities Rail Trail directly connecting the downtowns of Fitchburg and Leominster, it will be necessary to extend it beyond the right-of-way for an additional half mile to the north.

Three active railroad tracks block the continued use of the right-of-way, as well as any at-grade crossing to the east. Fortunately, a tunnel exists at the northeast corner of The Patch neighborhood (Railroad and First Streets) which passes beneath the active tracks and emerges near a single-lane steel bridge with a wooden deck that crosses over the North Nashua River and into downtown Fitchburg near the Intermodal Center and the trains to Boston. The grid pattern of streets in The Patch neighborhood favors a connection from the Rail Trail right-of-way through the neighborhood and to the pedestrian tunnel.

Business Clusters The character of Water Street includes stretches of residential uses punctuated by clusters of businesses which can be the focus of streetscape improvements to enhance the community’s image, provide environmental benefits, attract economic investments, and promote Water Street as a neighborhood street as opposed to a regional highway. The proximity of the Rail Trail to Water Street will permit trail users to access and support local businesses, while the businesses will provide goods and services to trail users in a mutually beneficial arrangement. Another cluster of businesses at the corner of Bemis and Airport Roads is within walking distance of the Rail Trail.

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Trailhead Parking

north end within the right-of-way; the other three into the Saint Francis section of South Fitchburg at Devlin, Sheridan and Hartford Streets (Figure 4-18).

At present, only one potential trailhead parking facility exists in proximity to the trail. It is located behind the “Haunted Mansion” south of the Arthur DiTommaso Bridge and could accommodate approximately eighty parking spaces (Figure 4-17). However, it is located on a separate parcel than the Rail Trail, and the right to use it will need to be acquired. Furthermore, stormwater from this lot runs off directly into the North Nashua River, necessitating the reconstruction of the parking lot and the installation of rain gardens.

To site parking at this location is advantageous not only for its proximity to the trail, but also for its logical connection with the Rail Trail, which at this juncture could connect with Water Street that is proximal to this point.

None of the access points are obstructed from the street to the trail. In addition, a parcel on Water Street at the corner of John T. Centrino Memorial Drive leads down to the Rail Trail, providing access to the neighborhood directly to the west of Water Street.

A second potential trailhead parking lot is the garage at the Intermodal Center at the north end of the Rail Trail extension in downtown Fitchburg. Both of these lots are located on the north half of the Rail Trail in Fitchburg. For the Rail Trail to be a successful twoway transportation alternative, a trailhead parking lot will be needed at the other end, which, until the Leominster part of the trail is constructed, is at the city limit on Battles Street.

Figure 4-18: Potential neighborhood access point at Devlin Street.

Attractive Views The Rail Trail right-of-way provides access to the public of more than one half mile of attractive views.

Most of these views are above a vacant industrial property, the site of the former Arden Mill on the North Nashua River (Figure 4-19). Here, views from the Rail Trail include two dams forming waterfalls, a short, abandoned canal alongside the river, a wetland and the foundation of the old mill.

North of this site, the view from the Rail Trail opens up to the floodplain, spanned by the bold contemporary design of the Arthur DiTommaso Bridge. Between Duck Mill Road and Bemis Road, one can look to the east and view St. Francis’ Church. Near the city limit between Benson and Battles Streets, one can look east down the wooded ravine of an unnamed stream which emerges from a culvert under the trail on its way to wetlands and the river beyond.

Figure 4-17: Potential trailhead parking lot behind the “Haunted Mansion” with Arthur DiTommaso Bridge in background Neighborhood Access Potential access points to the surrounding neighborhoods exist at street stub-outs intersecting the right-of-way in four locations: one into The Patch at 4th Street, which we recommend as the trail’s 80

Figure 4-19: View from Rail Trail overlooking Arden Mill site to North Nashua River Potential River Access The Rail Trail links to two properties with the combined potential to provide over a mile of riverfront access.

The first is the Arden Mill site described above, which crosses the trail with a driveway south of Halloween Costume World. The second is the Unitil site, described in more detail below, which would share access across the wooden deck bridge to downtown Fitchburg.

Figure 4-20: Rail Trail Challenges (Mass GIS Ortho, 2005)

Changing the focus now, the following section describes the potential for development of the Rail Trail related to the challenges that must be overcome (Figure 4-20).

Encroachments The Rail Trail right-of-way is in an advanced state of deferred maintenance. Seedlings are encroaching on the gravel bed of the former tracks. The rail bed has been used as access for illegal trash disposal, including automobile tires and obsolete televisions, which contain toxic chemicals. Furthermore, the recycling center located on Benson Street has developed about 350 feet of the Rail Trail right-of-way as an entrance for large trucks (Figure 4-21). These encroachments need to be addressed prior to construction of the Rail Trail.

Street Crossings The Twin Cities Rail Trail in Fitchburg is crossed by streets at five locations: 1) as it enters from Leominster at Battles Street; 2) at Benson Street, where it is also occupied by an illegal truck entrance to the recycling center; 3) at Bemis Road, where MassHighway has installed guardrails at the intersection with Water Street that prevents passage down the trail; 4) at Duck Mill Road; and, 5) at John T. Centrino Memorial Drive, where the Arthur DiTommaso Bridge, a modern concrete and steel suspension bridge passes over the trail, three live railroad tracks and the river. The right of way is also crossed by two driveways: one in the parking lot of Halloween Costume World, and another at the north entrance to the Arden Mills site. It will be necessary to construct improvements at each of these crossings to reduce the possibility of conflicts between trail users and automobiles.

Unsightly Views The Rail Trail right-of-way is adjacent to as great a distance of unsightly views as it is attractive ones.

Among them are the backsides of automobile-oriented businesses on Water Street, as well as numerous industrial and storage facilities on the opposite side with metal shed buildings surrounded by asphalt and chain-link fences. Behind Halloween Costume World, the trail passes between the aforementioned parking 81

lot and the rear of the building, formerly a rail siding, now covered with broken glass and graffiti.

Figure 4-21: Rail Trail adjacent to the recycling center (note the widened aggregate base used by trucks)

Figure 4-22: Photosimulation of potential Rail Trail layout

Proposed Design Strategies

We recommend that native species of trees, shrubs and ground covers be planted on any part of the right-of-way not used for the trail, trail access from neighboring properties or wayside gathering areas. Where appropriate, 3 feet in from the edge of the right-of-way on each side, canopy trees such as maples, oaks, or hickories should be planted at least as frequently as 50’ on center, with understory trees such as Eastern Redbud (Cercis canadensis), Flowering Dogwood (Cornus florida) or Silverbell (Halesia carolina) planted evenly between the canopy trees. Formal plantings of the same canopy or understory species are discouraged, as they would form a monoculture vulnerable to pests. Rather, tree species should alternate, creating visual and ecological diversity, while the rhythm of even spacing creates enough structure to provide an orderly frame for human comfort. Tree and shrub species should be chosen to approximate local forest plant communities.

Species planted on the floodplain portion of the trail (next to and north of the “Haunted Mansion”) should be those usually found on floodplains, such as Sycamore (Platanus occidentalis), Silver Maple (Acer saccharinum), disease-resistant varieties of American Elm (Ulmus americana) or Black Tupelo (Nyssa sylvatica). Upland species such as White Ash (Fraxinus americana), Black Walnut (Juglans nigra) or Shagbark Hickory (Carya ovata) should be planted on the slopes. Low cost, low maintenance perennial beds should be planted to accent neighborhood access points, trailheads, street crossings and other important features along the trail or provide rain gardens where drainage is an issue. After the first

Right-of-Way Development In order to have an adequate layout for a bicycle and pedestrian facility within the right-of-way, a path of at least 12 feet wide should be constructed, with two 6 feet wide striped lanes. Pavement surfaces for the trail and each of its crossings should be designed to reduce stormwater run-off, which can be accomplished either by the use of water permeable pavements (Figure 4-22) or by the construction of bioswales, such as rain gardens along the trail. The pavement centerline need not always be coterminous with the right-of-way centerline. The trail alignment can be designed to enhance attractive views, to screen unattractive views, or to create gathering areas on the sides for benches, drinking water fountains or trash receptacles. Street furniture should be constructed of recycled or recyclable materials. Light fixtures should be provided so that all parts of the trail are illuminated after dark, but with the use of fixtures designed to prevent artificial light from projecting skyward or off the trail. This is to reduce energy waste and prevent light pollution, which can disturb trail neighbors, reduce visibility of the night sky and be detrimental to wildlife. Owners of neighboring properties should be given the option of direct access to the trail, but should be limited to a width of 4 feet, and constructed (fences, gates, walks, one wood sign no greater than 2 square feet) and maintained at the owner’s expense.

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year, plant maintenance should be limited to removing dead, broken or fallen branches, periodically dividing perennials and watering during times of drought.

to include a separate pedestrian-only cycle to facilitate safety. The ease of access by trail users crossing Water Street to connect to South Fitchburg Playground should be studied. Bicycle crossing warning signs should be posted on all streets approaching this intersection.

Street Crossings The four at-grade street crossings and two driveway crossings will require special treatment to reduce conflicts between automobiles and crossing bicyclists and pedestrians. We recommend a change of color, texture and height of pavement leading to the trail crossing, as well as a change in pavement color and texture for the trail itself (Figure 4-23). Each crossing (except Bemis Road) should have four lockable, detachable bollards (two at each side of a crossing 3 feet from the centerline of the trail and just outside the street layout) to prevent unauthorized motor vehicles, but also to permit emergency and trail maintenance vehicles. Trail crossing warning signs should be posted on each side of each street no less than 50’ and 100’ from the trail right-of-way. Stop signs should be posted on the trail at each edge of the street right-of-way.

Figure 4-24: Rail Trail on right approaching Bemis Road intersection with Water Street Neighborhood Access Points Each of the access points leading into surrounding neighborhoods described above deserves an entrance feature at the edge of the right-of-way, and a permeable paved path from the street end to the trail (Figure 4-25). We recommend the entrance feature to include a decorative signpost, a bench, a light, perennial beds, and of course, bollards. The access points will encourage the public to enter the right-ofway and get exercise on the trail. The amenities will raise the values of the properties on each adjacent street and into the neighborhoods.

Figure 4-23: Photosimulation of street crossing at Duck Mill Road At Bemis Road, the trail is adjacent to, but greater than 6 feet below, Water Street (Figure 4-24). A ramp will be required on either side of Bemis Road to permit the trail to meet the sidewalks and cross the road. We recommend interrupting the guardrails that block the trail to permit passage of trail users, and their replacement with heavy-duty, fixed bollards to prevent motorists miscalculating the turn and traveling down the trail. Signs should advise trail users to dismount their vehicles and walk them acrossthe pedestrian crosswalks at the intersection. Existing and newly installed crosswalk lights should be timed

Figure 4-25: Photosimulation of neighborhood access point at Devlin Street 83

Enhancing Attractive Views

Screening Unsightly Views

Where attractive features have become hidden from the trail, systematic removal of brush between the feature and the trail may become necessary (Figure 4-26 and 4-27). Where this occurs, replacement of brush with soil stabilizing vegetation is required. A variety of native ground covers and shrub species with a height at maturity of 5 feet or less is recommended to enhance the view and prevent blocking of the vista with tall shrubs or low-growing trees. Existing trees should be judiciously pruned to allow views through them which will also help prevent blow-downs during high wind events. In these maintained vistas, newly planted canopy trees along the trail should be of a type that naturally maintains a clear trunk and upright branching to a height of at least 8 feet at maturity.

Where unsightly fences impede otherwise attractive views, they should be removed if no longer needed, or replaced with non-opaque fencing of an attractive design and sturdy, low-maintenance materials.

Amenities such as benches, a water fountain, a trash receptacle, perennial beds, lighting and signs can be added in order to enhance these gathering places.

Where adjacent land uses present unattractive views, native species of evergreen trees such as American Arborvitae (Thuja occidentalis) or Eastern Red Cedar (Juniperus virginiana), or tall evergreen shrubs such as Inkberry (Ilex glabra) or Mountain Laurel (Kalmia latifolia) should be planted to form a screen at maturity (Figure 4-28). As these become leggy with age, lower, shade-tolerant evergreen shrubs should be planted beneath them. These should not be planted to form a monoculture, but alternated periodically to provide an appealing rhythm. In the unlikely event that space does not permit vegetative screening, opaque fencing is advisable.

Figure 4-28: Photosimulation of Rail Trail adjacent to the Recycling Center (Note use of evergreen screen)

Figure 4-26: Potential overlook of floodplain, river, falls and bridge, obstructed by overgrowth

Figure 4-29: Photosimulation of Rail Trail between Halloween Costume World and the proposed trailhead parking to the left Figure 4-27: View of same waterfall in Figure 4-26, now revealed 84

Trailhead Parking

Potential River Access

As discussed previously, two potential trailhead parking lots exist in the northerly parts of the Rail Trail. The parking deck at the Intermodal Center may be of an inappropriate design for use as trailhead parking and will require further evaluation by the City. We recommend that the City explore acquisition of the lot behind Halloween Costume World (Figure 4-29), either as a fee-simple purchase or through a public use easement with compensation to the owner. In either case, the parking lot requires resurfacing, contributes to surface run-off directly to the North Nashua River, and does not meet the City’s landscaping requirements, therefore, it should be redesigned and reconstructed. The pavement should either be replaced with water permeable pavement or rain gardens should be planted to intercept runoff before it reaches the river. Meeting the up-todate requirements of the City (universal access, tree canopy) will probably reduce the number of parking spaces from approximately eighty to about seventy.

Nevertheless, rehabilitation of this parcel will provide extraordinary benefits to the Rail Trail beyond the parking spaces as it provides an opportunity to create a tree canopy in an area where the right-of-way is completely exposed.

Another means of enhancing the Rail Trail and creating amenities for Fitchburg’s citizens is through the sensitive redevelopment of the Arden Mill and Unitil sites. As previously mentioned, these two sites adjacent to the trail represent more than one mile of continuous riverfront when combined with the parking lot behind the “Haunted Mansion”, and presents an opportunity the City would be welladvised not to miss. The Arden Mill site is narrow enough to preclude most development outside the buffer required to protect the river, and has enough features of interest to suggest acquisition by the City for a park as the highest and best use for the property.

This would also preserve existing views from the Rail Trail from obstruction by new buildings. An existing driveway through the site could be repurposed as a one-half mile long riverside spur of the Rail Trail at very little additional expense.

The Unitil site is more favorable for redevelopment, although access for automobiles is an issue. Mayor Lisa Wong envisions a satellite research campus for a major university from the Boston area on this site within walking distance of the trains to Boston and downtown Fitchburg. This concept has considerable merit, as it would, in one stroke, transform Fitchburg from an aging industrial city to a new economic growth pole. Whatever redevelopment eventually occurs on the site, we recommend that green infrastructure strategies be employed in the design, such as green roofs, water permeable pavements, on-site surface stormwater treatment, and solar and hydro- power.

This site also contains about one-half mile of river frontage, which we recommend be developed with a public access trail facility for pedestrians and nonmotorized vehicles. This would be another one-half mile long riverside spur of the Rail Trail and could be a significant draw to potential investors of the site.

This parcel behind Halloween Costume World has more than 300 feet of riverfront, which can be treated as a scenic vista as described above. In addition, a triangular part of the property at the north end is adjacent to the Rail Trail on the west and the active railroad tracks to the east, providing an opportunity to create a platform for train-spotting, with benches, shade trees, a sign with a schedule of the passing trains, and the other properties of an important feature on the trail. The need for trailhead parking at the south end of the Rail Trail is important to develop accessibility to the Rail Trail at multiple locations throughout the city. Viable options potentially exist off Water Street at connecting roads that border Fitchburg and Leominster, as well as by the recycling center.

The addition of these two riverfront public amenities connected by the Rail Trail to downtown Fitchburg, South Fitchburg and potentially Leominster, as well as the surrounding neighborhoods and businesses, could comprise an interconnected system of green spaces.

In response to these challenges and opportunities we proposea bold landscape concept that we called the “String of Pearls” (See Figure 4-30).

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(SFP)

Figure 4-30: String of Pearls (Mass GIS Ortho, 2005) 86

Conclusion Development of the Twin Cities Rail Trail is an important component of the green infrastructure investments necessary to position Fitchburg as a desirable location attractive to new private investment. Adoption of the proposals we recommend would provide a facility that transforms an abandoned corridor into an interconnected system of neighborhoods, businesses and open spaces. It would provide additional environmental services for the City through the use of water permeable pavements, rain gardens and canopy trees providing an alternative bicycle transportation corridor, improving the treatment and infiltration of stormwater, reducing the burden of runoff on the combined sewer and stormwater system, enhancing the water quality of the North Nashua River, cooling rooftops and paved surfaces, reducing the urban heat island effect and reducing the use of air conditioning, electricity, and carbon emitting fuels, and improving air quality and providing a sink for carbon dioxide.

Development of the Rail Trail will create opportunities for various forms of exercise in a safe environment, increasing the health and fitness of Fitchburg’s citizens and reducing health care costs. It will provide alternative transportation, connecting downtown Fitchburg to more of its neighborhoods, reducing automobile traffic on Water Street, reducing pollution from auto emissions, and contributing to the neighborhood residential and business orientation of Water Street. Full implementation of our recommendations will contribute to Fitchburg’s citizens and visitors becoming connected to the North Nashua River as a natural resource and a scenic attraction and promote an appreciation for the City’s natural processes.

Development of the Rail Trail will increase opportunities for social interaction and community building by creating gathering places at scenic attractions, public places for recreation, and the volunteerism necessary for its cost-effective maintenance. Ultimately, the Twin Cities Rail Trail will contribute to a transformation of the City of Fitchburg’s image, increasing property values in the surrounding neighborhoods, enhancing the local tax base, improving community identity, and attracting investment by the types of people who create ideas, businesses and jobs.

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Figure 4-31: Photo Collage Patch Neighborhood (Upper Right - Mass GIS Ortho, 2005)

The Patch Neighborhood

Historical Characteristics of the Patch Neighborhood

Within the parameters of the Water Street corridor study area, is an important historic neighborhood called The Patch. The structure, character and potentials of the Patch neighborhood provide a framework from which to explore new design ideas, particularly design ideas inspired by the techniques and methods associated with sustainable community development and green infrastructure. The current and proposed design attributes that apply to the Patch neighborhood may apply to other Fitchburg neighborhoods, both historic and more contemporary.

More concisely, the Patch neighborhood serves as a working model for looking at green infrastructure on the neighborhood scale.

The Patch neighborhood was settled by Irish families who came to Fitchburg during the 1800’s. These families worked to build Fitchburg’s economy, first constructing rail lines and then working in local mills.

Italian families later settled in the Patch neighborhood and contributed to its character. Most recently, Latino families have now joined the mosaic. The majority of the existing Patch properties were built in the early 1900’s with some existing houses dating back to the late 19th and mid 20th centuries. St. Bernard’s church and its rectory that stand on Water Street between 1st and 2nd streets are built in the Gothic Revival High Victorian style and provide important spatial cornerstones to the Patch Neighborhood (Figure 4-33). The church was built by Irish immigrants in 1869, with a rectory added in 1883. An abandoned Convent built in the 1870’s sits directly behind the property facing Middle Street. St. Bernard’s ran both 88

boy and girl schools, which were situated on church property until they were demolished. Both the schools and the convent brought a certain vitality to the neighborhood, which diminished with their closing.

elevation. John T. Centrino Memorial Drive (formerly 5th Street) borders the southern edge of the neighborhood. The Arthur DiTommaso Bridge, a cable-stayed bridge that opened in the fall of 2003, provides a striking presence to the neighborhood’s southeastern edge. Water Street (State Highway 12) follows the neighborhood along the west edge.

The Patch section of Water Street is zoned as mixed commercial and residential, and is near to the downtown business district.

Figure 4-32: St. Bernard’s Church and Rectory The following analysis provides a survey of spatial definition - location in context (Figure 4-33), topography, circulation patterns and character; as well as diagrams the architectural attributes of the Patch neighborhood.

Figure 4-34: Edge Characteristics (Mass GIS Ortho, 2005) Topographic Characteristics The Patch neighborhood is located at the base of a fairly steep hill on a flat section along the river.

The topography is steeper between Middle Street and Water Street, flattens out from Middle to Railroad Streets and then falls again down a woody embankment leading to the rail lines (Figure 4-35).

Figure 4-33: Context Map (Mass GIS Ortho, 2005) Well-defined edges give the neighborhood a clear, self-contained spatial identity (Figure 4-34). The Nashua River extends east and west along the north side of the neighborhood as it runs under a stone arch bridge. Two new homes on 1st Street stand on the river’s southern bank. The commuter and commercial rail line run along the east side of the neighborhood.

Shrubby vegetation and second growth opportunistic trees buffer the neighborhood from the rail lines.

This band of vegetation marks a moderate drop in

Figure 4-35: Topographic Sectional Diagram 89

Circulation Pattern A grid pattern defines the layout of the Patch neighborhood (Figure 4-36). 1st through 4th Streets run east-west while four longer streets run northsouth (Water Lane, Middle Street, Middle Lane and Railroad Street). Railroad Street is broad up to 3rd St, then narrows and changes to a one-way designation at 4th Street. 4th Street extends west to Middle Street terminating at the Fitchburg Green senior housing complex. 1st Street though 3rd Street alternate as one-way streets. Sidewalks follow the broader streets and are in fair condition.

Figure 4-37: Middle Lane between 3rd and 4th Streets

Figure 4-36: Grid Layout of the Patch Neighborhood (Mass GIS Ortho, 2005)

Figure 4-38: Map TM-P002 Persons per Square Mile (Sorted by Block) (Census 2000 American Fact Finder)

Social and Architectural Characteristics

to understanding the dynamics of water flow on a site.

One of the goals of green infrastructure is to minimize impervious surfaces and to allow direct infiltration of water into the ground.

The close relationship of the houses to each other and along the narrow lanes gives the neighborhood an intimate quality (Figure 4-37). The majority of residents reside in the central neighborhood, as well as in the south section of the Patch along Water Street (Figure 4-38) which is consistent with traditional, classic land use development and/or settlement patterns in Fitchburg. More centralized populations settled near the central city and along the river.

During several site visits, traffic was observed to be minimal, which results in quieter streets allowing for informal recreation and leisure. For example, during one weekend visit, a street ball game was in progress with some residents sitting on their front stoops watching as spectators. Occasional dog walkers and pedestrians move through the neighborhood.

Adolescent boys use the corner park, which is surfaced with asphalt, for skateboarding and informal basketball games.

A significant proportion of the neighborhood surfaces are paved in asphalt. The percentage of surfaces that are impervious to water infiltration approaches 80% - a recognized indicator of deleterious environmental impact and a focus for many green infrastructure improvements. Impervious surfaces shown in white in Figure 4-39, are concentrated to the west side of the neighborhood.

Mapping of impervious surfaces is important 90

• A grid street layout favors efficient pedestrian movement.

• The neighborhood by way of proposed connections to rail trail, redesigned tunnel under the rail tracks and an attractive foot bridge is well connected and close to downtown Fitchburg, to Fitchburg State College and to the commuter train into Boston.

• The bus line stops along Water Street between 3rd Street and John T. Centrino Memorial Drive, further connecting the residents to the larger city extents and the region.

• The Sadie Quatrale Park/Playground provides recreation for children.

• Homes appear in good condition. Two new homes have recently been completed along 1st Street.

• Homes close to the street and to one another give an intimate and appealing face-to-face feel to the neighborhood. The broader streets provide an opportune framework for the Living Streets model.

• Open lots offer opportunities for both open space and new housing.

Figure 4-39: Impervious Surfaces (Mass GIS, 2009)

Proposed Design Strategies

The physical relationship of the houses to each other and the streets, the narrow lanes, the topography and grid layout self-contained within distinct edges, all contribute to the Patch neighborhood’s unique signature. These defining characteristics establish the neighborhood as a landscape receptive, if not predisposed, to green infrastructure.

The inventory and analysis of the Patch neighborhood reveals the underlying conditions from which the imagining of new possibilities arises. The diagram in Figure 4-41 summarizes four design concepts inspired by the overarching themes of green infrastructure, connectivity, community identity and quality of life.

The following discussion summarizes the rationale, design principles and benefits of each concept. All ideas proposed for the Patch neighborhood can extend to the broader network of neighborhoods and streetscapes distributed throughout the City of Fitchburg.

Assets and Challenges The assets of the Patch neighborhood are favorable circumstances to be recognized, while its challenges are merely opportunities waiting to be realized (Figure 4-40). The following list summarizes the neighborhood’s assets in greater detail: • The neighborhood is clearly defined by distinct edges which spatially enhance the cohesion of place and contributes to the neighborly feel of the neighborhood.

• The dimensions of the Patch neighborhood are oriented to the human scale.

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Figure 4-40: Challenges & Assets - Empty Lots in Yellow (Parcel Map Mass GIS, 2009) 92

Figure 4-41: Concept Diagram (Mass GIS, 2009) 93

CONCEPT ONE: Link Neighborhood with Proposed Twin City Rail Trail

To connect to downtown Fitchburg, it must pass through the Patch neighborhood. The development of both entry points to the trail system has many advantages and fulfills the objectives of the broader themes of connectivity, community identity and quality of life, and green infrastructure, as follows:

The Patch neighborhood is strategically aligned with the proposed Twin City Rail Trail, with downtown Fitchburg and parks. The neighborhood has two well-defined access points to the rail trail. The first access point is located at the corner of Railroad and 1st Streets (Figure 4-42a and b). This access point is unique because of the existence of an underpass that once extended under the active rail line. Currently, this underpass is completely filled and hidden in scrub brush. This buried underpass is the first of two vital connections that links the rail trail and Patch neighborhood to the downtown commercial district.

The second connection is a footbridge that completes the connection to the downtown area. Excavation of the tunnel is recommended in order to reestablish this important connection. The second access point located at Railroad and 4th Streets is where the rail trail right-of-way narrows (Figure 4-43a and b). To

• Access for pedestrian and/or bicycle travel to a continuous rail trail, connecting to the downtown and park areas.

• Connection to major/important destinations such as the Fitchburg Green senior housing and the Sadie Quatrale playground, offering extended opportunity for recreation, exercise and mobility.

• Alternate transportation corridor for the residents of Fitchburg who don’t own automobiles.

• Improved appearance of the Patch neighborhood, as well as an economic benefit in the form of increased property values.

Figure 4-42a and b: Access point at 1st and Railroad Streets, before and after

Figure 4-43a and b: Access point at 4th and Railroad Streets, before and after 94

CONCEPT TWO: Improve Parks

Currently, privately-owned, vacant and unkempt lots exist on Middle Street between 1st & 2nd Streets, while a city park resides on the periphery of the neighborhood. Moving the current community space to a central location would benefit the Patch neighborhood in multiple ways with implementation of the following recommendations:

The existing city park at 1st and Railroad Streets is an open space in disrepair. However, the space has played an important role in the neighborhood for many decades. Today, many people representing a broad spectrum of ages use the park for skateboarding, basketball and other fun and healthy activities. This report presents two proposals that address common open space redevelopment in the Patch neighborhood. The first addresses the existing park space at 1st and Railroad Streets (Figure 4-44a and b) and the second proposes a restructuring of the open community space to a more centralized position within the broader context of the Patch Neighborhood (Figure 4-45a and b). Transformation of the existing park space at 1st and Railroad Streets could create a better functioning athletic and recreational park that improves quality of life and the image of city.

• Construct a new children’s playground that shares common design characteristics with Sadie Quatrale Park.

• Provide ample seating nodes for gathering and resting to encourage social interaction.

• Provide native plantings to screen, shade and reduce storm water runoff.

• Utilization of consistent park design criterion that focuses on safety, comfort, accessibility and appearance.

A centralized park in the Patch neighborhood can positively impact the community by uniting neighborhood coherence, providing opportunities to visually celebrate and accentuate the historical character, and bring safety to the forefront.

Establishing community spaces can set a precedent for other Fitchburg neighborhoods to follow, promote the economy through increased property values and improve the overall appearance of the neighborhood.

Some recommendations for improvement and community involvement include: • Plantings to screen, shade and reduce stormwater runoff.

• Picnic tables and benches to enhance the park’s appearance and comfort.

• City programs could be developed for active games.

• A “Name the Park” competition could be held to involve neighborhood residents in the redevelopment process.

Figures 4-44a and b: City Park at Railroad and 1st Streets, before and after 95

Figure 4-45a and b: Middle Street between 1st & 2nd looking east, before and after

CONCEPT THREE: Green Alleys

Create Living Streets -

Living streets can be defined as an extension of living space that supports community life and is a way to put all of the primary themes, connectivity, green infrastructure, and community image and quality of life, to work. The broader roads (1st through 4th, Middle and Railroad Streets) provide an opportune framework for the Living Streets model. Figures 4-46, and 4-47a and b illustrate some of the characteristics that comprise a Living Street that could be employed in the Patch neighborhood, as well in other Fitchburg neighborhoods.

Figure 4-46: Railroad Street & 1st Looking South

Figures 4-47a and b: 2nd Street looking west, before and after 96

CONCEPT FOUR: Reuse Vacant Lots – Gateway at Water and 3rd Streets

Related to the Living Street idea is the Green Alley.

The lanes that transverse north to south through the Patch Neighborhood, Water Lane and Middle Lane are narrower with homes in close proximity with one another and shallowly set back from the street. Green alleys employ permeable pavements, open-bottom catch basins, high-albedo pavements and recycled materials. These features address both storm water runoff and heat island effects. Green Alley design principles focus on generous distribution of street trees, rain gardens, synergistic parking designs, the use of bollards and raised crosswalks, and shared street space for vehicles, bicycles and pedestrians. In addition to the ecological benefits, these infrastructure changes have both economic and aesthetic advantages as follows:

At present twenty percent of the existing parcels in the Patch neighborhood are vacant. Many of the lots are segregated from the neighborhood with chain link fencing. Most of the lots are overgrown and represent wasted, unused, neglected land. Vacant lots are potentials waiting to be rediscovered. At the 3rd & Water Streets’ juncture, two empty lots could be redesigned to this aim (Figure 4-48a and b). Rebuilding new commercial venues and applying green infrastructure design principles at this juncture fulfills two central objectives. It supports a vision of Water Street as a vibrant extension of the downtown and a destination of its own, as well as acknowledges a significant historic neighborhood by providing a visual gateway to the neighborhood. The strategies explored in this concept further recognize the themes of green infrastructure, community identity and quality of life, and connection. Similar design principles from the Living Street model apply here, as follows:

• Narrower streets, bump-outs, bump-ins and speed bumps calm traffic for the safety of pedestrians, bikers and children.

• Permeable pavements for sidewalks and street side parking reduce impervious surfaces.

• Rain gardens and street trees provide creative and ecologically beneficial management of stormwater, and also add to the attractiveness of a neighborhood.

• Living Streets employed in neighborhoods or business districts can increase the competitiveness of the city as a desirable place to live.

• Living Streets positively support and enhance property values and save the city money.

• Living Streets positively impact quality of life by encouraging outdoor living.

• Redeveloping vacant lots provide an opportunity to add vegetation and street amenities that further green the city.

• The remaking of the lots at 3rd and Water Streets creates an attractive, formal entry to the Patch neighborhood.

• Redesigning and reusing vacant lots makes a neighborhood look cared for and thereby improves safety and quality of life.

• Well-designed commercial buildings and plantings increases the competitiveness of a city to attract new residents.

Figures 4-48a: Water Street & 3rd looking west, before 97

Figures 4-48b: Water Street & 3rd looking west, after Figure 4-49 introduces the idea of the community garden. Community gardens provide an extension to the open space and living street concepts.

Community gardens are proven successful as a means to connect people with each other and with a place: community gardens build community. Additionally, the presence of community gardens as part of the fabric of a neighborhood is another form of green

infrastructure. Community gardens not only use abandoned vacant spaces adding to the identity and inhabited feel of a neighborhood, but they also provide, in economically challenging times, a viable source for fresh healthy food. The diagram in Figure 4-49 suggests potential locations for community gardens in the Patch neighborhood.

Potential Locations of Community Gardens in the Patch Neighborhood • On railroad land along Railroad Street near rail trail access point two.

• Along the Middle Street edge of proposed centralized park.

• On church property along Middle Street behind St. Bernard’s Church.

• Temporarily located on any existing vacant lots waiting redevelopment.

Figure 4-49: Community Garden Concept in the Patch Neighborhood (Mass GIS, 2009) 98

The Massachusetts Reconnaissance Report for Fitchburg (page 18) states that “Fitchburg residents place high value on the community’s strong sense of place, which is created by its varied natural features and land use patterns adapted to the unique setting of the hills and river valley”. This value of place appropriately extends to historic neighborhoods like the Patch, as well as to more contemporary neighborhoods. Cohesive, beautiful and green neighborhoods are part of the city’s most valuable assets. There is a need and a strong supporting

rationale to develop the aesthetic characteristics, green infrastructure and connectivity of these places.

The Patch, like other neighborhoods, is about the human connection to the city and the rich cultural memory of the city. Such neighborhoods need to be brought into the present while honoring the past. The Patch neighborhood provides an essential working palette that can extend to and inform design of other neighborhoods. The design concepts that have been presented provide valuable ideas that can help the city realize its goals for a competitive sustainable city (Figure 4-50).

Figure 4-50: Concept Summary Diagram - Patch Neighborhood (Mass GIS, 2009) 99

Conclusion The Water Street Corridor, an intricate network of neighborhoods set within a framework of the river, rail and road has been the subject of this chapter’s exploration. The local roads and highways are not merely a means to project automotive traffic to a downtown destination but are rather part of a living, changing and dynamic system that is integral to the sense of arrival and the identity of place. It is helpful to understand the highway and associated neighborhoods as a coherent unit within the broader context of the city because with the introduction of visual enhancements, alternate means of travel via walking and biking, and the addition of new mixed commercial business is the power to boost the economy and to add vitality to the city. The integration of these components adds legibility to the landscape. The thoughtful implementation of green infrastructure applied to the Water Street corridor and supporting neighborhoods aids in furthering a more coherent aesthetic while providing ecologicallybased services and benefits. The coordination of these factors can draw attention to the City of Fitchburg as a destination and a desirable place to live.

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CHAPTER 5: A GREEN FUTURE VISION FOR FITCHBURG

CHAPTER 5: A GREEN FUTURE VISION FOR FITCHBURG

planned on-street parking and building access points, and connecting business and neighborhoods with the road, river and rail corridors.

This report has worked to acknowledge the city’s goals for economic competitiveness and to analyze and apply concepts inspired by principles of green infrastructure throughout the Nashua River corridor, to selected segments of the downtown business district, and to the Water Street (Route 12) state highway corridor. It is important to recognize that Fitchburg is comprised of a series of interconnected and interdependent parts that are living and adapting to change, while at the same time preserving its citywide historical and cultural memory and fostering the vital community of its present and future. Our report specifically concentrates on these initiatives in several ways.

Thirdly, for each individual segment it is important to identify priorities. The success of the plan laid out in this report is related to interactions and relationships between the elements. If the city were to focus on access points along the Twin City Rail Trail, this would create an alternative system of movement that connects the city as a body of interconnected parts.

Whatever course the plan takes, it is imperative to keep returning to the themes that have been identified and elaborated throughout the report – connectivity, community identity and quality of life, and green infrastructure. Look through the lens of these themes and then ask how the concepts presented in each section meet the goals of the city. Analysis like this can help with the sequencing of priorities and keep the spirit of these plans alive as Fitchburg moves into the next phase of its action plan.

First, we have the triad of linear systems: roads, the river and rails that connect the neighborhoods, businesses, parks, and civic and cultural institutions within Fitchburg. The recommendations for the city are those in which all of these systems are mutually operative and interlocking, while recognizing that the vision for the outlook of Fitchburg is not static, but one that is evolving and growing over time. Three underlying themes are suggested in this report – connectivity, community identity and quality of life, and green infrastructure – when used to guide the vision, together, these themes can positively influence and guide Fitchburg’s image, identity and economy.

Finally, the strategies presented in each section aim for synthesis of elements founded on urban ecology and green infrastructure. The executive summary of the report summarizes the recommendations that are further elaborated in the ensuing chapters. Common strategies have been presented throughout the report, such as planting street trees, developing rain gardens, establishing parks, spatial arrangements for parking, and creating access points to trail systems.

But, how might these concepts be enacted? As with any good plan, the ideas do not stand alone without viable financial strategies to back them. In addition to the combined strategies, we have compiled a list of financial resources. This list coupled with relevant case studies and appendix items referencing several successful programs provide the pragmatic scaffolding that will support and direct the actions presented in this report.

Secondly, each segment of the report identifies actions that pertain to the three geographic areas of emphasis (River, Downtown and Water Street).

Some of the highlights of the continuous trail system along the North Nashua River include extending the Steamline Trail, providing visual and physical accessibility to the river in the Downtown area, and creating a sustainable landscape surrounding the Central Steam Plant to provide important links to the city’s dams, stone bridges and tributaries and opportunities for recreation and enjoyment. Along the Downtown business corridor, suggested actions include reconfiguring street layouts to address citizen safety and carefully reorganizing parking. Proposals along the Route 12 corridor focus on appearance and character contributing to the city’s sense of place through the planting of street trees, carefully planned 104

Potential Financial Resources to Support Plan Recommendations:

• National Center for Safe Routes to School is a program that provides funding and assists communities in developing safe routes to enable and encourage more children to safely walk and bicycle to school. http://www. saferoutesinfo.org/ • The New England Foundation for the Arts (NEFA) supports the movement of people, ideas, and resources in the arts within New England and beyond, making critical connections between artists and communities, while building the strength, knowledge, and leadership of the region's creative sector (http://www.nefa.org/). One such example in comparison to Fitchburg was the Concord River Greenway Art Plan – led by the Lowell Parks & Conservation Trust and the City of Lowell in partnership with NEFA, the National Endowment for the Arts and the National Park Service. This project linked the River Walk and canals with the trail network – both as an art transformation and as a link to schools as an outdoor classroom.

• Partnerships with Local Private Companies • Community Development Action Grant • Massachusetts Downtown Initiative

Green Infrastructure: • Clean Water State Revolving Fund (United States Environmental Protection Agency (USEPA)) • Clean Water Act Funds (American Recovery and Reinvestment Act (ARRA)) Tree Planting: • Mass ReLeaf (Mass Department of Community Resources (DCR)) • Urban Forestry Challenge Grants (Mass Bureau of Forestry) • Urban Forestry Environmental Justice Challenge Grants • Community Development Block Grants (United States Department of Commerce (USDOC)) • 3,000 Friends of Urban Forestry Rail Trails: • SAFETEA-LU (Federal Highway Administration (FHWA)) 1. Transportation Enhancements 2. Recreational Trails Program 3. Transportation, Community, & System Preservation 4. ARRA • Congestion Mitigation & Air Quality Improvement Program (FHWA & Federal Transportation Administration (FTA)) • www.railstotrails.org/resources/documents/ resource_docs/RTCTrailFundingSourceListing.xls

Additional Actions: • Community Service Programs • Maintenance Partnerships: Lions Club, Boy/ Girl Scouts, etc.

• Technical Assistance from National Park Service Rivers and Trails

Park Acquisition: • The Trust for Public Lands 1. Parks for People 2. Land and Water • Local Acquisition for Natural Diversity • Parkland Acquisition and Renovation for Communities • Land and Water Conservation Fund • www.mass.gov/dcr/stewardship/landacq/ links.htm Additional Funding Opportunities: • National Park Service Grants - Rivers and Trails Program 105

In Conclusion The opportunity to envision a green future for Fitchburg has been an exciting challenge and privilege, and a great project for us to learn from. What we found is an incredible city blessed with ample resources.

We have worked to develop strategies and concepts that support the process of making a good city even better as a place to work, live, study and do business.

Fitchburg’s goals for economic success, for stronger identity with the North Nashua River, for celebration of cultural resources, for a cohesive and comprehensive identity, for an articulated sense of place, for a green infrastructure that identifies and honors the needs of the present while moving forward to meet the needs of the future – are realizable. Ideas, actions and concepts are predicated on citizen support and financial resources and visionary leadership. These are qualities that already are present and waiting for action. Our class has often said that Fitchburg has great bones. The ideas and supporting strategies presented in this report add flesh, and muscle to these bones. We believe that careful consideration and application of these concepts will take a “fun” Fitchburg and make it more fun, a “fit” Fitchburg and make it fitter and a “funky” Fitchburg and make it fantastically funky. Again, we thank the City of Fitchburg, Mayor Wong, the Planning Department, and the many stakeholders who collaborated and made this study possible. It was a joy and pleasure to contribute towards the vision and future evolution of the City of Fitchburg.

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APPENDICES

Appendix A-1: Charles River Greenway

to, conservation groups, advocacy groups, and sports clubs. Identification with, awareness of and need for the river spurs this investment. The integration of multifunction – multi-uses along the river calls people with a variety of interests and objectives to share the trails and the activities that are available along the corridor. Likewise, the Nashua River greenway rests on recognition and understanding how the river fits into the larger community system, and subsequently the characteristics that draw the investment of the community are it’s primarily promotion and second is the design.

The Charles River Greenway provides an important example of an urban greenway system. The Charles River greenway divides into three segments with three distinct qualities. The Charles River Basin starts at the mouth of the Boston Harbor near the Charles River Dam. This section of greenway includes the Esplanade then extends to the Watertown dam. The Upper Charles River winds between Watertown to Waltham. This section of the river is narrow with a border of lush vegetation. Further west is the lakes region characterized by broad quiet water, wooded shorelines, islands and coves.

The Charles River and the Nashua River Corridors are similar in character. Both Rivers are located in Massachusetts and share some of the same cultural factors. Both sections of the Charles River and the North Nashua River flow through dense urban settings along their corridors. Design principles articulated in the Upper Charles River Master Plan are relevant to the Fitchburg project, principles from which the River group in particular could draw from as they creatively envision the North Nashua River corridor.

The principles include connectivity, accessibility and encroachment:

Top Image: Upper Charles River Trail Guide - Courtesy of Bruce Leish CRJA. Bottom Left Image: Charles River Basin Map (<http://www.mass.info/boston.ma/ parks/charles_river_reservation.htm>). Bottom Right Image: Charles River Reservation Marker – Mischeif 1972 (<http://www.flickr.com/search/?q=Charles+Ri ver+Reservation&m=text>).

• Accessibility addresses access to the river and circulation along the riparian corridor through the use of boardwalks and bridges in steep and wet areas, considerations of pedestrian safety, and development of numerous access points from streets and adjacent neighborhoods.

• Connectivity involves the development of continuous trail systems on both sides of river that tie cultural and recreational provisions throughout the greenway system. Access points play a key role in connectivity.

• Clear demarcation of property lines with fencing, clear and respectful communications with abutters are two ways to manage encroachment.

Finally, the social network that supports and invigorates the Charles River Greenway is of immeasurable importance with regard to the long term success of a greenway system. People are invested in the Charles River Greenway through a variety of public and nonprofit organizations, including but not limited 110

Appendix A-2: “The Chicago Green Alley Handbook” Chicago has more than 13,000 alleys totaling more than 1,900 miles of area. Those 3,500 acres of alleys consist of enough impermeable surfaces to equal the paved area of about five mid-sized airports. In response to the issues of combined sewer overflow to the city’s storm and sewer system and over flooding of basements of business and residential buildings, the Chicago Green Alley Handbook was created to illustrate how new alley designs could help to conserve resources and improve the environment.

By focusing on managing stormwater, reducing heat in urban areas, promoting recycling and conserving energy, the city vowed to protect the environment and improve the quality of life for its community by employing these strategies.

At the residential, commercial and industrial site scale, the handbook further demonstrates how property owners can support this initiative by implementing a variety of best management practices, such as recycling and composting, planting native trees, creating rain gardens, bioswales and vegetated swales, installing rain barrels, and converting paved patios/driveways to permeable pavement. Any number of these initiatives could be utilized in Fitchburg’s Patch Neighborhood for instance.

Although Fitchburg is not Chicago, the city does share a similar characteristic with Chicago in that it is an urban environment. In addition, they both also have strong government leaders who believe in the value of green infrastructure and are committed to implementing these strategies for sustainability.

Several of the design approaches discussed in the handbook could be applied within each of the three focus groups: Nashua River, Downtown and Water Street. Most notably is the installation of permeable paving to absorb the majority of the falling rainwater to reduce localized flooding, recharge the groundwater and save taxpayers money.

Much of the success of Chicago as a model for a sustainable city was due in part to the strong political leadership of Mayor Richard Daley. Similarly, the City of Fitchburg is sure to benefit under the current leadership of Mayor Lisa Wong who possesses a comparable style of city management. Coupled with a strategy for engaging the public in the process, Fitchburg is sure to succeed.

Alley with impermeable pavement and poor drainage.

Same alley incorporating green alley principles.

Source: The Chicago Green Alley Handbook. 2007. City of Chicago Transportation Department. Chicago. http://www. cityofchicago.org/city/webportal/home.do.

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Appendix A-3: Low Impact Development

Green Highways and Green Infrastructure (GHGI) links highway planning, design and construction with resource protection strategies and compliance with environmental regulations.

It promotes innovative stormwater design in the framework of a watershed approach. GHGI focuses on the upkeep and rehabilitation of ageing and failing infrastructure with alternative replacement methods. It includes the development of resource protection strategies and environmental compliance programs that are environmentally sound and cost effective. It also promotes holistic strategies for environmental protection with multiple environmental, social & cost benefits for governments.

Low Impact Development (LID) is a land use and engineering design approach to managing stormwater runoff, which emphasizes conservation and on-site natural features to protect water quality.

It implements engineered, small-scale hydrologic controls to replicate pre-development conditions and services: infiltration, filtration, storage, evaporation, and/or detention of runoff close to the source. Low Impact Development practices include, but are not limited to rain gardens, cisterns or rain barrels, green roofs, permeable pavements, and bioswales.

LID practices are also known as conservation design, better site design, green infrastructure, and sustainable urban drainage systems (SUDS) in the United Kingdom.

Rain Gardens are a type of bioswale designed to take detain and infiltrate stormwater runoff in a designed garden context. They are designed to withstand a high range of moisture conditions and nutrient concentrations in stormwater. Rain gardens should be sited close to the runoff source and can retain ¼” to ½” of rainfall per hour.

Key Elements of Low Impact Development The Low Impact Development Center (LIDC) is located in Prince Georges County, Maryland. Begun in 1999, the LIDC has its origin in the Chesapeake Bay Watershed protection efforts. The LIDC is a non-profit organization that sponsors pilot projects to demonstrate and test LID principles for the development and conservation communities and decision-makers. The LIDC focuses on four programs: Green Highways and Green Infrastructure; Rain Gardens; Great Streets; and its connection to the Interlocking Concrete Pavement Institute.

The function of this rain garden is to catch stormwater runoff from the adjacent street.

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Relevance to Fitchburg

Great Streets is a multi-disciplinary approach to road corridor improvement involving decision makers, developers and designers to holistically link improvements to the physical environment of street corridors with social and economic improvement programs.

The suite of Low Impact Development concepts are adaptable to virtually any new or reconstruction of streets, alleys, driveways, sidewalks, and parking lots in Fitchburg. By reducing runoff volumes, they can mitigate Combined Sewer Overflow (CSO) problems leading to a reduction of pollutants into the Nashua River. LID or green infrastructure techniques are often less costly than retrofitting an existing sewer system. Low Impact Development can enhance community identity by improving the aesthetics of streetscapes and calming traffic which can increase property values. Other ecological benefits of LID include reduction of erosion and flooding in steep terrain, and the provision of habitat for small animals (such as squirrels, birds, and butterflies).

LID is particularly relevant for eliminating negative development impacts of the Twin Cities Rail Trail and other waterfront development and trails.

Desolate street that functions as major vehicular corridor.

Same street incorporating LID principles.

The Interlocking Concrete Pavement Institute (ICPI) develops, tests & promotes segmental concrete pavement systems. It is a pioneer in permeable interlocking concrete pavement. This paving system incorporates open joints between pavers filled with small stones and a crushed stone layer beneath the pavers that infiltrates large amounts of stormwater.

Benefits of Low Impact Development • • • •

Groundwater recharge through infiltration Impervious surface reduction (reduced runoff) Water quantity management (reduced flooding) Water quality improvements through filtration (reduced pollution) • Habitat protection • Community value (aesthetics, property values) 113

Appendix A-4: Urban Biodiversity, BioMap and Living Waters Projects “Diversity has always characterized the biosphere to which man belonged. In living systems, complexity brings stability, and ability to withstand change.

The future survival of man may well depend on the continued complexity of the biosphere.”

Raymond Dasmann

The National Heritage and Endangered Species Project (NHESP) is part of the Massachusetts Division of Fisheries and Wildlife. In the 2005 Comprehensive Wildlife Conservation Strategy, the NHESP estimated that of the state’s 5 million acres, 1.2M is developed compared to only 0.8M in 1971. An earlier publication reported that from 1985-1999, seventy-eight acres of habitat area was lost to residential growth, supporting roads, runoff and fragmentation effects.

Biodiversity is the variation of life within a given population, and high diversity is often a sign of health and stability in ecosystems. It requires appropriate habitat area to maintain diversity of species, genes and eco-systems. Today’s world inherits an advanced rate of urban development destroying habitat and ecosystems around the world.

NHESP is responsible for the conservation and protection of all wildlife species that are not hunted, fished or commercially harvested. The BioMap and Living Waters Projects identify land most in need of protection in Massachusetts, focusing on the 450 endangered, threatened or special concern species.

Land exemplifying different habitat zones across the state would have suitable long term habitat. The geographic information system product is a tool promoting strategic land and habitat protection.

Landscape Urbanism advocates for the replacement of built architecture with landscape media as the building blocks of our urban environment. As a multi-scaled system of connected land that supports biophysical and cultural processes. ‘Eco-system services’ in the built environment include clean air and water, habitat creation, and direct cultural experience of natural systems.

Sources: • Massachusetts Division of Fisheries and Wildlife, (<http:// www.mass.gov/dfwele/dfw/dfw_toc.htm>).

• Charles Waldheim (ed.). The Landscape Urbanism Reader.

New York: Princeton Architectural Press. 2006.

• MassGIS - (<http://www.mass.gov/mgis/>).

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Appendix A-5: Urban Greenways

Greenways provide a number of human and ecosystem benefits. Most greenways incorporate trails that can accommodate a wide variety of recreational opportunities, from walking and jogging to biking and horse-back riding. In addition, these trails promote alternative transportation by providing safe and efficient routes for pedestrian and bicycle traffic. Increased pedestrian use boosts local businesses and improves quality of life in the area.

Beyond human-benefits, greenways are celebrated for performing valuable ecosystem services. Their vegetation provides quality habitat for native species and also improves water quality. Their pervious surfaces can manage storm-water effectively which serves to protect both people and property from flood damage.

A Greenway is any corridor of open space that connects people and places. Some greenways follow naturallyoccurring corridors like streams or rivers, while others follow man-made corridors such as abandoned rail lines or utility rights-of-way. Urban greenways, which penetrate city-centers and connect neighborhoods, are generally part of the fabric of a larger regional greenway system that connects nearby towns as well as outlying natural and cultural resources.

While project goals vary from community to community, we encourage connectivity through the creation of greenway systems, providing safe and accessible bicycle and pedestrian routes for reaching every-day destinations (such as schools, parks, shopping centers and neighborhoods).

Because they traverse such large and often diverse areas, greenways can be challenging to implement and maintain. Successful greenway systems achieve their success through the collaboration of many government agencies, non-profit organizations and passionate individuals. The acquisition of continuous land either through purchase, declaration of eminent domain or negotiations of easements can take considerable time and money. Maintaining miles of linear trail requires countless volunteer hours.

However, the clear environmental, economic and health benefits of the completed greenway vision make such monumental efforts worthwhile.

The Hub and Spokes Greenway Model, Greenways, Inc.

Sources: • Greenways, Inc: www.greenways.com • Flink, Charles. “A History or Greenways”. NC Landscape Architect. Spring 2006.

• Rails to Trails Conservancy: http://www.railstotrails.com/

Willamette River Greenway, Portland, OR

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Appendix A-6: Seattle’s “Open Spaces 2100 Plan”

Over the next 100 years, Seattle’s population is projected to grow by 500,000 people, increasing sprawl, disturbing watersheds, increasing commute times, and generally threatening the livability of the city. The questions that were pressing to the community of Seattle addressed issues that communities across the country will have to face in the near future. Is it possible to maintain the city of Seattle’s famed livability while accommodating and attracting new residents to the urban core, rather than sprawling out over the last farms and forests? Additionally, is it possible to restore salmon runs, reach carbon neutral status, and mitigate the economic impacts of peak oil? Though some of the resources addressed by the “Open Spaces 2100 Plan” are specific to the Northwest, planning in a way that protects the natural environment and managing sprawl is universal.

ecological functions and promotes biodiversity on land and in our waters. Growing healthy, connected urban forests, restoring streams and shorelines, and reclaiming earthquake and hazard zones as greenbelts are examples.”

4. Composed of a system that would “provide democratic access to open space, so that all people, in all neighborhoods, can reap the benefits of a multi-faceted open space system.”

Guiding Principles for the Open Space Plans 1. Regional Responsiveness Location of Seattle on the Puget Sound, with its watersheds and mountain ranges, as well as ecological, economic, and cultural crossroads.

Lead by over 300 people ranging from professionals, community activists, students representing all parts of the city, the Open Space 2100 Project sought to reflect the 100-year timeframe of Seattle’s future by dividing and examining the individual topographic and watershed basins. During a two-day charrette, 23 teams examined studies prepared by the Guidance Committee and students, and came to the determination that Seattle’s green infrastructure was to be as follows:

2. Integrated and Multi-functional Integration of open space with a unifying coherent structure incorporating consideration for “streets, creeks, parks, habitat, urban forests, trails, drainage, shorelines, commercial and civic spaces, and buildings. Consider layering multiple functions and uses within green spaces to create high-functioning, high value open spaces.”

1. An integrated system that “supports urban functions without damaging the atmosphere or water: bikeways, green freeways, natural drainage filtration and tree canopy cover.

3. Equity and Accessibility “Within a network of open spaces provide equitable access for all persons to a variety of outdoor and recreational experiences.

Distribute appropriate open space types to every neighborhood, in order to address the needs of diverse population groups. Prioritize public access to water.”

2. A “plan for density and community, by focusing development into urban nodes that contain civic spaces, local identities, walkable amenities and abundant public transit.

4. Connectivity/Coherence “Create a wholly connected system that facilitates non-motorized movement,

3. A plan that strives for “ecological open spaces in both public and private realms, that restore 116

enhances habitat through connectivity, links diverse neighborhoods, and is easy to navigate and understand. Connect these incity amenities to surrounding communities, trails and public lands.”

foster pride, purpose and community.”

The Green Futures Charrette In February 2006, over 300 citizens of Seattle participated in a two day charrette to develop a plan for “ecologically-healthy and socially-robust urban watersheds and neighborhoods for the city’s sustainable future.” As a framework for developing a greening strategy for Seattle, the charrette examined open space layout possibilities, proposing 20 year and 100 year plans. In developing these plans, teams were given the predicted future scenarios of projected population, climactic changes, water supply regimes and new transportation modes.

5. Quality, Beauty, Identity and Rootedness “Use Seattle’s many natural strengths to create an exemplary, signature open space system. Build on intrinsic qualities, both natural and cultural; reflect, respond to and interpret geographic, ecological, aesthetic and cultural contexts; address emotional and spiritual needs; and inspire a deep connection to place.”

6. Ecological Function and Integrity “Expand the quantity and quality of natural systems in the city: Provide quality habitat for all appropriate species, with a special emphasis on the waters’ edge. Design for hydrological health (water temperature, water quality, water regimes, stormwater), and consider appropriate water and resource conservation strategies. Connect to regional ecosystems in order to achieve integrity, resiliency and biodiversity in the face of climate change.”

The vision of the plan is to develop starting points for connecting corridors and patches for people and wildlife within the region, city and watershed. The plan examined corridors and patches that would function as systems connected by paths and streams, linking people to their work and altering the way we look at transportation and infrastructure.

Relevance to Fitchburg Encountering a transitional period at a transitional period in Fitchburg’s history, there is an opportunity to transform a post-industrial urban environment into a model of connected neighborhoods utilizing the regionally iconic watershed and unique surrounding infrastructure. The proximity of Fitchburg to a major metropolitan center will no doubt become an issue that will have to be addressed in the future, and will no doubt transform the established community.

Through careful planning and a continued dialogue with the citizens of Fitchburg, a future that facilitates the necessary functions of the environment and the lifestyles of its inhabiting community can be achieved, which is both environmentally conscious and exceptionally livable.

7. Health and Safety “Continue to make the city a safe and healthful place to live. Reduce the risk of natural hazards (slides, flooding, earthquake, soil and water contamination) while reclaiming and treating previously toxic sites. Provide multiple opportunities for exercise, physical activity, and a connection to nature to be integrated into daily lives.”

8. Feasibility, Flexibility and Stewardship “While visionary, the plan should be lasting and feasible, with a complementary set of near-term implementation strategies that include mechanisms for both public and private investment that are achievable in incremental steps and adaptable over time (e.g. codes, funding sources and incentives).

It should be maintainable, inspiring shared stewardship between public agencies, private businesses, and individual citizens to 117

Appendix A-7: Philadelphia Green Vacant Land Restoration and Management The Pennsylvania Horticultural Society has developed a Green City Strategy that aims to advance green infrastructure in the city of Philadelphia. One of the objectives of Philadelphia Green is the reclamation of abandoned lands. Vacant lots in residential neighborhoods often appear unkempt with overgrown vegetation and improperly disposed of trash. This can add to the perception of urban decline, and undermine the feeling of security. Vacant land restoration and vacant land management work to clean and maintain vacant lots by giving them a manicured attractive appearance until the land is refitted for reuse. Housing, new businesses, parks, playgrounds or community gardens represent potential types of redevelopment. Through its Philadelphia Green program, the Philadelphia Horticultural Society initiated a vacant land management study that resulted in a report called Managing Vacant Land in Philadelphia: A Key Step Toward Neighborhood Revitalization. In the report is the recognition that vacant lots are not intrinsically negative, but rather are assets or opportunities for redevelopment.

This is based on the premise that if these lots are regularly mowed and cleaned, they will add to the attractiveness of the neighborhood- contributing then to the quality of life of the residents, as well as drawing new infill development to the neighborhood.

Vacant lot restored by the Philadelphia Green program

Relevance to Fitchburg The Patch neighborhood has eighteen privately owned empty lots. These lots at one time supported structures, but are now empty with long grass, scrub brush, some resident trees, old fencing and garbage. One of the stated goals for the Patch neighborhood is to promote the redevelopment of Fitchburg’s older neighborhoods by installing green infrastructure in The Patch. The establishment of a vacant land reclamation program is one way to meet this objective. Philadelphia Green has been striving for green infrastructure for thirty years, and by its example models how this type of land management can work.

To revitalize vacant spaces, the City of Philadelphia contracts with Philadelphia Green in two ways. The first is the Vacant Land Stabilization Program, which involves the application of topsoil, seeding, tree planting and the building of fences. This first stage reestablishes the neighborhood lot. The second course of action is called Community LandCare, which draws on organized neighborhood community groups who maintain the lots with regular mowing and cleaning. As a way to monitor and support these efforts, Philadelphia Green established an office of Vacant Land Management as a division of the Redevelopment Authority. Through this agency, management of the vacant lots is divided into four primary strategies: Clean and Lien, Acquisition, Maintenance and Disposition.

Patch neighborhood at 2nd and Middle Street Sources: • http://www.pennsylvaniahorticulturalsociety.org/ phlgreen/current-vacantland.html • http://www.pennsylvaniahorticulturalsociety.org/ phlgreen/ManagingVacantLand.pdf • http://www.pennsylvaniahorticulturalsociety.org/ phlgreen/vacant3.09.pdf

Further monitoring and support for the program comes from several city based intermediary organizations that work to advocate, advise and assist community group efforts.

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Census Sources: 2000 age data <http://factfinder.census.gov/servlet/SAFFFacts?_event=&geo_id=16000US2523875&_ge oContext=01000US%7C04000US25%7C16000US2523875&_street=&_county=fitchburg&_ cityTown=fitchburg&_state=04000US25&_zip=&_lang=en&_sse=on&ActiveGeoDiv=geoSelect&_ useEV=&pctxt=fph&pgsl=160&_submenuId=factsheet_1&ds_name=null&_ci_nbr=null&qr_ name=null&reg=null%3Anull&_keyword=&_industry> 2000 population data <http://factfinder.census.gov/servlet/SAFFFacts?_event=&geo_id=16000US2523875&_geoContext=0 1000US%7C04000US25%7C16000US2523875&_street=&_county=fitchburg&_cityTown=fitchburg&_ state=04000US25&_zip=&_lang=en&_sse=on&ActiveGeoDiv=&_useEV=&pctxt=fph&pgsl=160&_ submenuId=factsheet_1&ds_name=null&_ci_nbr=null&qr_name=null&reg=null%3Anull&_keyword=&_ industry> 2005-2007 age data <http://factfinder.census.gov/servlet/ACSSAFFFacts?_event=&geo_id=16000US2523875&_geoContext =01000US%7C04000US25%7C16000US2523875&_street=&_county=fitchburg&_cityTown=fitchburg&_ state=04000US25&_zip=&_lang=en&_sse=on&ActiveGeoDiv=&_useEV=&pctxt=fph&pgsl=160&_ submenuId=factsheet_1&ds_name=DEC_2000_SAFF&_ci_nbr=null&qr_name=null&reg=null%3Anull&_ keyword=&_industry> For 2007 pop data - T1 Population Estimates [10], Data Set: 2007 Population Estimates <http://factfinder.census.gov/servlet/DTTable?_bm=y&-geo_id=16000US2523875&-ds_name=PEP_2007_ EST&-redoLog=false&-mt_name=PEP_2007_EST_G2007_T001> Fitchburg Median Household Income and Age 2005-2007 <http://factfinder.census.gov/servlet/ACSSAFFFacts?_event=Search&geo_id=&_geoContext=&_ street=&_county=fitchburg&_cityTown=fitchburg&_state=04000US25&_zip=&_lang=en&_ sse=on&pctxt=fph&pgsl=010> Massachusetts <http://factfinder.census.gov/servlet/ACSSAFFFacts?_event=Search&geo_id=&_geoContext=&_street=&_ county=&_cityTown=&_state=04000US25&_zip=&_lang=en&_sse=on&pctxt=fph&pgsl=010> National Male Female Ratios <http://factfinder.census.gov/servlet/QTTable?_bm=n&_lang=en&qr_name=DEC_1990_STF1_DP1&ds_ name=DEC_1990_STF1_&geo_id=01000US>

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Fitchburg <http://factfinder.census.gov/servlet/ACSSAFFFacts?_event=Search&geo_id=04000US25&_ geoContext=01000US%7C04000US25&_street=&_county=fitchburg&_cityTown=fitchburg&_ state=04000US25&_zip=&_lang=en&_sse=on&ActiveGeoDiv=geoSelect&_ useEV=&pctxt=fph&pgsl=040&_submenuId=factsheet_1&ds_name=ACS_2007_3YR_SAFF&_ci_ nbr=null&qr_name=null&reg=null%3Anull&_keyword=&_industry=> Massachusetts <http://factfinder.census.gov/servlet/ACSSAFFFacts?_event=Search&geo_id=16000US2523875&_ geoContext=01000US%7C04000US25%7C16000US2523875&_street=&_county=&_ cityTown=&_state=04000US25&_zip=&_lang=en&_sse=on&ActiveGeoDiv=geoSelect&_ useEV=&pctxt=fph&pgsl=160&_submenuId=factsheet_1&ds_name=ACS_2007_3YR_SAFF&_ci_ nbr=null&qr_name=null&reg=null%3Anull&_keyword=&_industry=> Persons Per Square Mile Fitchburg <http://factfinder.census.gov/servlet/ThematicMapFramesetServlet?_bm=y&-_MapEvent=displayBy&tm_name=DEC_2000_SF1_U_M00090&-ds_name=DEC_2000_SF1_U&-tm_config=|b=50|l=en|t=4001|zf =0.0|ms=thm_def|dw=0.4125162524450837|dh=0.22709339711086104|dt=gov.census.aff.domain.map.

EnglishMapExtent|if=gif|cx=-71.805467|cy=42.590838500000004|zl=5|pz=5|bo=|bl=|ft=350:349:335:3 89:388:332:331|fl=403:381:204:380:369:379:368|g=16000US2523875|ds=DEC_2000_SF1_U|sb=50|tud =false|db=140|mn=366|mx=9744|cc=1|cm=1|cn=5|cb=|um=Persons/Sq%20Mile|pr=0|th=DEC_2000_ SF1_U_M00090|sf=N|sg=&-redoLog=false&-geo_id=16000US2523875&-_dBy=140&-_sse=on&-_ lang=en>

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