Industrial Drive Cost-Benefit Analysis by Billy Ray Johnson

1 Image: Google Earth (Industrial Drive, Mattapoisett, MA)

Contents Introduction ............................................................................................................................................................................................................ 1 Study Area ............................................................................................................................................................................................................... 2 Proposed Project Components........................................................................................................................................................................ 6 Data Collection ....................................................................................................................................................................................................11 Trail Usage Demand Estimates ......................................................................................................................................................................13 Intercept Survey ..................................................................................................................................................................................................23 Cost-Benefit Analysis Framework .................................................................................................................................................................25 Estimated Costs ...................................................................................................................................................................................................28 Estimated Benefits: Sewerage ........................................................................................................................................................................34 Estimated Benefits: Surface Transportation ..............................................................................................................................................41 Comparison of Alternatives ............................................................................................................................................................................56 Appendices ...........................................................................................................................................................................................................63 Appendix A: Raw Bicycle & Pedestrian Counts ........................................................................................................................................64 Appendix B: Intercept Survey Instrument .................................................................................................................................................88 Appendix C: Raw Intercept Survey Responses.........................................................................................................................................89 Appendix D: Interview Questions .................................................................................................................................................................98 Appendix E: Interview Responses .................................................................................................................................................................99 Appendix F: Engineering Cost Estimates ................................................................................................................................................ 102

Last Updated: May 1, 2019 Created by Alta Planning + Design Created for the Town of Mattapoisett

Introduction This technical memorandum contains the results of a cost-benefit analysis of proposed sewerage and surface transportation projects along and near Industrial Drive in Mattapoisett, MA.

Purpose The goal of the cost-benefit analysis is to better understand the tradeoffs among four alternatives:    

Alternative A: No build (maintain the current sewer capacity and perform regular roadway maintenance) Alternative B: Expand sewerage capacity along Industrial Drive Alternative C: Construct a multi-use path along Industrial Drive and improve North Street crossings Alternative D: Expand sewerage capacity, construct path, and improve North Street crossings

Outputs from the analysis will help inform the decision whether or not to fund and build the proposed project components through a systematic comparison of the estimated costs of each alternative to their estimated health, environmental, mobility, and economic benefits.

Background The confluence of three proposed projects along Industrial Drive from North Street to Bay Club Drive in Mattapoisett, MA, presents an opportunity to minimize overall construction costs for the projects through a coordinated effort. First, pavement conditions along Industrial Drive are deteriorated and require rehabilitation, including resurfacing, drainage improvements, and curbing improvements. Second, business owners in the Industrial Drive Corporate Park located along Industrial Drive are interested in expanding their sewage capacity by moving from individual septic systems to a public sewer system. Third, the Southcoast Bikeway is a proposed 50-mile system of continuous multiuse paths that would connect Rhode Island to Cape Cod through Swansea, Somerset, Fall River, Westport, Dartmouth, New Bedford, Fairhaven, Mattapoisett, Marion, and Wareham. A 1.5-mile segment of the proposed Southcoast Bikeway runs along Industrial Drive where the proposed road rehabilitation and sewerage expansion projects are located. Coordination of these three projects will avoid duplicative efforts and will help minimize overall construction costs.

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Approach Cost-benefit analyses are a process for quantifying, monetizing, and evaluating all known potential costs and benefits associated with a project. Some costs and benefits may be difficult to capture, while others may be highly uncertain. When the costs and benefits can be quantified using physical units, they are documented in this memorandum and converted into a common measurement of $USD. When the costs and benefits cannot be quantified using physical units, they are only described qualitatively in this memorandum. This cost-benefit analysis adheres to the guidance provided by the U.S. Department of Transportation (USDOT) in its Benefit-Cost Analysis Guidance for Discretionary Grant Programs, 1 the official economic resource for supplemental sections of the BUILD grant program. While a cost-benefit analysis is just one of many tools that can be used in making decisions about infrastructure investments, USDOT believes that it provides a useful benchmark from which to evaluate and compare potential investments based on their contribution to an economy. In their guidance, USDOT provides recommended nationwide average values to help monetize common infrastructure benefits. In addition, this cost-benefit analysis incorporates and expands on guidance provided by the National Cooperative Highway Research Program’s (NHCRP) Report 552: Guidelines for Analysis of Investments in Bicycle Facilities. 2 Two notable expansions from NHCRP’s guidance are the inclusion non-commute utilitarian trips, such as shopping and medical appointments, and the inclusion of pedestrian-related benefits associated with multi-use paths. These additions help capture the full range of bicycling and walking trips in the project’s study area. Other expansions from NCHRP guidance include the consideration of local travel patterns and review of public health issues. One notable variation from former USDOT cost-benefit guidelines is the inclusion of recreational trips within the demand estimates. Earlier USDOT guidelines for discretionary grant programs required the distinction between commute and utilitarian trips from social and recreational trips, as the latter was not seen to be as high of a priority as the former. This distinction is removed from the most current USDOT guidelines;1 however, this memorandum does continue to separate bicycle and pedestrian trips by trip purpose to improve the accuracy of benefit estimates, such as the estimate of newly active persons from increased bicycling and walking trips.

Limitations Even with extensive primary and secondary research incorporated into this analysis, it is not possible to accurately forecast the exact impacts of various sewer- and transportation-related factors. Accordingly, all estimated benefits are rounded and should be considered rough order of magnitude estimates instead of precise amounts. All monetary estimates are presented in discounted 2019 inflation-adjusted dollars.

1 Benefit-Cost Analysis Guidance for Discretionary Grant Programs, U.S. Department of Transportation, December 2018. <https://www.transportation.gov/sites/dot.gov/files/docs/mission/office-policy/transportation-policy/14091/benefit-cost-analysis-guidance-2018.pdf> This guidance is consistent with Executive Order 12893 (Principles for Federal Infrastructure Investments, 59 FR 4223), Office of Management and Budget Circular A-94 (Guidelines and Discount Rates for Benefit-Cost Analysis of Federal Programs), and Office of Management and Budget Circular A-4 (Regulatory Analysis). 2 Report 552: Guidelines for Analysis of Investments in Bicycle Facilities, NCHRP, 2006. <https://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_552.pdf>

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Town of Mattapoisett

Study Area The project study area is located south of the I-195 cloverleaf interchange in Mattapoisett, MA, along the full length of Industrial Drive from North Street to Industrial Drive’s eastern terminus at the town boundary (See Figure 1). Mattapoisett’s I-195 interchange is the town’s only access to the busy interstate, with the next closest access point 3.7 miles to the west in Fairhaven. Convenient access to I-195 helps support economic activity at the Industrial Drive Corporate Park, a collection of mostly industrial business along Industrial Drive. The Industrial Drive Corporate Park and its surrounding parcels represents the largest employment area in Mattapoisett, with approximately 500 out of the town’s 1,600 total workers (32%). 3 Approximately 70% of workers in the Industrial Drive Corporate Park commute less than 10 miles to work, with the largest concentrations of nearby workers living in New Bedford (100 workers) and Mattapoisett (77 workers).3

Access to Study Area According to the American Community Survey, 2,137 residents live in the Census Block Group surrounding the project study area, 4 including 1,135 workers 16 years and older. Among those workers, 0 bicycle to work compared to approximately 1% of all Mattapoisett workers (double the national average). In addition, no workers walk to work in the study area. 5 A contributing factor to the absence of bicycle and walk commute trips may be a lack of dedicated facilities. Figure 2 shows that no existing bikeways exist in the study area, and only a narrow asphalt sidewalk exists on North Street in the southbound direction. There are no marked pedestrian crossings of North Street within the study area, so residents currently wait for gaps in traffic and cross at unmarked locations. 6 Located south of Mattapoisett’s I-195 interchange and across from the Industrial Drive entrance on North Street is a free 80-space Park & Ride lot, helping to contribute to 2% of Mattapoisett workers carpooling to work.5 The Southeastern Regional Transit Authority, in coordination with the Mattapoisett Council on Aging, offer a Thursday van shuttle between New Bedford and Boston that picks up at the North Street Park & Ride lot. 7

Existing Water Consumption Within the industrially-zoned parts of the project study area, there are 11 developed or developable properties. 8 These properties currently rely on septic systems, and Figure 3 shows that, on average, these properties consume approximately 2,700 gallons/day or 971,000 gallons/year. 9

3 U.S. Census Bureau. Longitudinal-Employer Household Dynamics (LEHD) Program, Origin-Destination Employment Statistics (LODES) v7.3. 2015. Washington, D.C. 4 American Community Survey, FactFinder, Table B01003: Total Population, 2013-2017 five-year estimate. 5 American Community Survey, FactFinder, Table B08301: Means of Transportation to Work, 2013-2017 five-year estimate. 6 See Appendix A for observations of the North Street Park & Ride lot. 7 Town of Mattapoisett, Council on Aging, Transportation. <https://www.mattapoisett.net/council-aging/pages/transportation> 8 In addition, there are four (4) potentially developable properties, but these are excluded from this analysis in an effort to remain conservative in the final estimates. 9 Mattapoisett Water and Sewer Department (November 2018).

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Town of Mattapoisett Figure 1: Study Area

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Town of Mattapoisett Figure 2: Existing Surface Transportation

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Town of Mattapoisett Figure 3: Existing Water Consumption

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Town of Mattapoisett

Proposed Project Components The proposed project consists of three components that could be implemented simultaneously: road rehabilitation, sewerage, and surface transportation (see Figure 4). Figure 4: Proposed Project Components

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Town of Mattapoisett

Road Rehabilitation

Figure 5: Industrial Drive (source: Google)

Surface improvements were last made to Industrial Drive over 40 years ago. The roadway surface has deteriorated, as shown in Figure 5, and requires resurfacing, drainage improvements, curbing improvements, and other basic improvements (streetlights, fire hydrants, and landscaping). The roadway services 20 businesses along Industrial Drive, and a rehabilitation of the roadway will help ensure continued access to the businesses (see Figure 8).

Sewerage The Industrial Drive Corporate Park is one of the largest industrial parks in the South Coast sub-region and the only industrial park with direct access to a cloverleaf interchange. While the industrial park and surrounding area represents the largest employment center in Mattapoisett, half of its acreage remains undeveloped. The developers of the industrial park have committed to expanding the capacity of their sewer system by moving from individual septic tanks to a public sewer line. Expansion of Mattapoisett’s sewer system will allow the industrial park to consume up to 35,000 gallons of water per day and the potential for additional development of the industrial park area.

Surface Transportation All proposed surface transportation improvements are within the Town’s existing right-of-way, helping to avoid capital costs associated with land acquisition. To make this possible, the existing roadway will be likely need to be so that a pathway can be constructed on a former railbed, helping to re-use a brownfield site. The surface transportation improvements can be grouped into two categories: multi-use paths and spot improvements.

Proposed Multi-use Paths A multi-use path is proposed along the east side of North Street from the existing Park & Ride lot to the intersection of Industrial Drive (approximately 600 feet). The multi-use path will continue along the southside of Industrial Drive from the intersection of North Street to the driveway access for 1 Industrial Drive (Mahoney’s Building Supply) for approximately 2,200 feet. Through a mid-block crossing described below, the multi-use path will continue along the northside of Industrial Drive from 1 Industrial Drive to Bay Club Drive. The last segment of the proposed multi-use path will continue along the unpaved segment of Industrial Drive east of Bay Club Drive to the “Marion Connector,” another segment of the Southcoast Bikeway scheduled for construction in 2022 (see Figure 7).

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Town of Mattapoisett

In total, the proposed multi-use path will close a 1.5-mile gap in the Southcoast Bikeway, helping to connect Mattapoisett to existing and scheduled segments of multi-use path to the east in Marion and Wareham. In all, when other segments of the adjoining proposed pathway are completed (encompassing the east extension of the “Phoenix Bike Trail” known referred to here as Phase 1b and scheduled for construction in 2019, Phase 2a not currently scheduled for construction or an interim on-road route, and the “Marion Pathway” scheduled for construction in 2022), a continuous 20-mile network of paths will connect four historic coastal communities along a scenic route that has the potential to attract tourist traffic and spending.

Proposed Spot Improvements To improve the overall safety and connectivity of the study corridor, four spot improvements are proposed (see Figure 8): 



Figure 6: Rectangular Rapid Flashing Beacon

A mid-block crossing of North Street at the existing Park & Ride lot with a Rectangular Rapid Flashing Beacon (RRFB) to increase the visibility of crossing pedestrians and bicyclists to motorists. See Figure 6 for example of an RRFB. Reconfiguration of the Industrial Drive and North Street intersection through the creation of designated turning lanes and a median. This reconfiguration will help decrease the safety risk associated with turning movements at the intersection and the nearby on/off-ramps to I-195. A mid-block crossing of Industrial Drive near the driveway access for 1 Industrial Drive (Mahoney’s Building Supply) with an RRFB, allowing pedestrians and bicyclists to more safely cross from the proposed multi-use path on the south side of Industrial Drive to the proposed multi-use path on the north side of Industrial Drive. Off-setting this crossing of Industrial Drive will help prevent conflicts associated with the turning movements at the Industrial Drive and North Street intersection, as well as conflicts at driveways along Industrial Drive. Development of a parking lot, trailhead and informational signage, restrooms, a bicycle fix-it station for bicycle repairs, benches, and decorative landscaping are proposed east of the Industrial Drive – Bay Club Drive intersection. These amenities will provide a resting area for pedestrians and bicyclists as they transition from the proposed multi-use path in Mattapoisett to the scheduled “Marion Pathway”.

The analysis assumes completion of Phase 1b of the proposed Mattapoisett Rail-Trail and assumes completion of the “Marion Pathway” (see Figure 7) because both of these segments are funded and scheduled for design and construction prior to the spot improvements listed above. The analysis does not include Phase 2a of the proposed Mattapoisett Rail-Trail between the downtown Mattapoisett and the North Street Park & Ride (see Figure 7) because this section does not currently have funding allocated towards it or a timeline for design and construction. Future construction of this segment would represent the final gap in a 13-mile segment of the Southcoast Bikeway (see discussion in section on Demand Estimates).

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Town of Mattapoisett Figure 7: South Coast Bikeway Connections

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Town of Mattapoisett Figure 8: Proposed Surface Transportation Improvements

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Town of Mattapoisett

Data Collection To better understand the potential demand for a multi-use path along the study corridor, bicycle and pedestrian counts and intercept surveys were conducted at two locations in late October 2018 and early November 2018: â&#x20AC;˘ â&#x20AC;˘

Near the eastern terminus of the existing Mattapoisett Rail-Trail Phase 1a (also known as the Phoenix Bike Trail) between Brandt Island Road and Mattapoisett Neck Road Along the sidewalk that fronts the North Street Park & Ride lot

Figure 9 shows the location of these two data collection sites. The Mattapoisett Rail-Trail between Brandt Island Road and Mattapoisett Neck Road was selected as a good location for counts and intercept surveys because it represents a similar facility to the one proposed along phases 2b and 2c of the Mattapoisett Rail-Trail corridor. This selected segment of the Mattapoisett Rail-Trail connects New Bedford and Fairhaven to the west boundary of the Town of Mattapoisett. With ongoing construction of the Phase 1b of the Mattapoisett Rail-Trail expected to be complete in 2019, this segment will connect to the town proper. The North Street Park & Ride lot, just south of the I-195 interchange, was selected as a good location for counts and intercept surveys because it is near the Phase 2b of the proposed Mattapoisett Rail-Trail corridor and users of the proposed corridor might divert or continue their travel from the current Park & Ride location. The North Street Park & Ride lot accommodates travelers meeting up before accessing I-195, travelers meeting up before heading into Mattapoisett, public transit riders, people carpooling to work, and as a start/end point for people walking for recreation. The asphalt sidewalk that runs along the southbound travel lane on North Street (adjacent to the Park & Ride lot) is used by recreational and utilitarian bicyclists and pedestrians.

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Town of Mattapoisett

Figure 9: Bicycle & Pedestrian Count Locations

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Town of Mattapoisett

Trail Usage Demand Estimates The number of bicyclists, pedestrians, and other users (roller skaters and skateboarders) was observed at the existing Mattapoisett Rail-Trail between Brandt Island Road and Mattapoisett Neck Road and at the North Street Park & Ride lot in late October 2018 and early November 2018. After extrapolating the count data from peak period counts to annual estimates and comparing those estimates to the study corridor as a whole and to other trails within the region, an estimated 123 bicyclists and pedestrians per day or 45,000 bicyclists and pedestrians per year are expected to use the study segment. These estimates directly influence the estimated health, environmental, transportation, and economic benefits associated with alternative C and D. Continued, future increased connectivity of the trail network is expected to lead to increased usage of the study trail segments. The section below discusses the collected bicycle and pedestrian counts and the extrapolation method.

Peak-Hour Bicycle & Pedestrian Counts User observations took place during the assumed two-hour morning, midday, and evening peak periods on one weekday and one weekend day at each of the two locations. The assumed weekday two-hour peak periods were 7:00 AM – 9:00 AM, 11:00 AM – 1:00 PM, and 4:00 PM – 6:00 PM. The assumed weekend two-hour peak periods were 10:00 AM – 12:00 PM, 12:00 PM – 2:00 PM, and 4:30 PM – 6:30 PM. See Appendix A for the raw observed bicyclist and pedestrian counts. Table 1 shows the total number of bicyclists, pedestrians, and other users at the two count locations during the assumed morning peak periods. At the Mattapoisett Rail-Trail between Brandt Island Road and Mattapoisett Neck Road, there were a total of nine (9) users during the observed weekday morning peak period and a total of 27 users during the observed weekend morning peak period. At the North Street Park & Ride lot, there were a total of two (2) users observed during the weekday morning peak period and a total of 17 users observed during the weekend morning peak period. Table 1: Morning Peak Period Bicycle & Pedestrian Counts

Morning Peak Period Date

Day

Location

Bike

Walk

Other‡

Subtotal

10/17/2018

Wednesday*

Rail-Trail†

Park & Ride††

††

10/20/2018

Saturday

10/28/2018

Sunday**

11/1/2018

Thursday

†

Rail-Trail

Park & Ride

* Weekday morning peak period data collection: 7:00 AM – 9:00 AM

** Weekend morning peak period data collection: 10:00 AM – 12:00 PM

† Mattapoisett Rail-Trail between Brandt Island Road and Mattapoisett Neck Road †† Park & Ride Lot on North Street, south of I-195 interchange ‡ Roller skaters and skateboarders

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Town of Mattapoisett

Table 2 shows the total number of bicyclists, pedestrians, and other users at the two count locations during the assumed midday peak periods. At the Mattapoisett Rail-Trail between Brandt Island Road and Mattapoisett Neck Road, there were a total of 21 users observed during the weekday midday peak period and a total of 38 users observed during the weekend midday peak period. At the North Street Park & Ride lot, there were a total of one (1) user observed during the weekday midday peak period and a total of ten (10) users observed during the weekend midday peak period. Table 2: Midday Peak Period Bicycle & Pedestrian Counts

Midday Peak Period Date

Day

Location

Bike

Walk

Other‡

Subtotal

10/17/2018

Wednesday*

Rail-Trail†

Rail-Trail

Park & Ride††

10/20/2018

Saturday

10/28/2018

Sunday**

11/1/2018

Thursday

†

Weekday midday peak period data collection: 11:00 AM – 1:00 PM Weekend midday peak period data collection: 12:00 PM – 2:00 PM † Mattapoisett Rail-Trail between Brandt Island Road and Mattapoisett Neck Road †† Park & Ride Lot on North Street, south of I-195 interchange ‡ Roller skaters and skateboarders *

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Town of Mattapoisett

Table 3 shows the total number of bicyclists, pedestrians, and other users at the two count locations during the assumed evening peak periods. At the Mattapoisett Rail-Trail between Brandt Island Road and Mattapoisett Neck Road, there were a total of 32 users observed during the weekday evening peak period and a total of 25 users observed during the weekend evening peak period. At the North Street Park & Ride lot, there were a total of six (6) users observed during the weekday evening peak period and a total of two (2) users observed during the weekend evening peak period.

Table 3: Evening Peak Period Bicycle & Pedestrian Counts

Evening Peak Period Date

Day

Location

Bike

Walk

Other‡

Subtotal

10/17/2018

Wednesday*

Rail-Trail†

Rail-Trail

Park & Ride††

10/20/2018

Saturday

10/28/2018

Sunday**

11/1/2018

Thursday

†

Weekday evening peak period data collection: 4:00 PM – 6:00 PM Weekend evening peak period data collection: 4:30 PM – 6:30 PM † Mattapoisett Rail-Trail between Brandt Island Road and Mattapoisett Neck Road †† Park & Ride Lot on North Street, south of I-195 interchange ‡ Roller skaters and skateboarders *

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Town of Mattapoisett

Extrapolation To estimate the number of bicyclists, pedestrians, and other users on an average day throughout the year at the two observed count locations, several adjustments were made to the collected peak period count data using the extrapolation method proposed by the National Bicycle and Pedestrian Documentation Project (NBPDP).10 First, NBPDP recommends that two-hour peak period values be multiplied by an adjustment factor of 1.05. This adjustment factor helped to correct for the number of potential bicyclists and pedestrians during the nighttime offpeak period of 9:00 PM to 6:00 AM in which counts were not expected to be performed. Second, this adjusted count number was extrapolated to a daily value based on the facility type and the time window in which the assumed peak period counts were collected, as shown in Table 4. For off-road facilities like the Mattapoisett Rail-Trail, the weekday period of 7:00 AM to 9:00 AM was assumed to represent 11% of daily users, and the weekend period of 12:00 PM to 2:00 PM was assumed to represent 19% of daily users. For on-road facilities such as the sidewalk next to the North Street Park & Ride lot, the weekday period of 4:00 PM to 6:00 PM was assumed to represent 14% of daily users, and the weekend period of 4:30 PM to 6:30 PM was assumed to represent 17% of daily users.

See NBPDPâ&#x20AC;&#x2122;s Count Adjustment Factors (2009) for more information: http://bikepeddocumentation.org/application/files/6114/6671/7593/NBP11%D_Adjustment_Factors.pdf 10

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Town of Mattapoisett Table 4: Hourly Adjustment Factors (Source: NBPDP)

Time

Off-road

On-road

Weekday

Weekend

Weekday

Weekend

6:00 AM

7:00 AM

8:00 AM

9:00 AM

10:00 AM

11:00 AM

11%

12:00 PM

10%

1:00 PM

2:00 PM

3:00 PM

4:00 PM

5:00 PM

6:00 PM

7:00 PM

8:00 PM

9:00 PM

Third, the estimated daily counts were extrapolated to weekly values. Using the adjustment factors listed in Table 5, Wednesday counts were assumed to represent 12% of weekly trips, Thursday counts were assumed to represent 12% of weekly trips, Saturday counts were assumed to represent 18% of weekly trips, and Sunday counts were assumed to represent 18% of weekly trips. Table 5: Daily Adjustment Factors (Source: NBPDP)

Day of Week

Adjustment Factor

Monday

14%

Tuesday

13%

Wednesday

12%

Thursday

12%

Friday

14%

Saturday

18%

Sunday

18%

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Town of Mattapoisett

Fourth, the estimated weekly counts were extrapolated to monthly values. Because there are 31 days in the month of October in which observations were made for three of the four count locations, the number of estimated weekly users were extrapolated to full month values by multiplying by 4.4, as 31 days represents approximately 4.4 weeks. For the one count location observed in the month of November, the number of estimated weekly users were extrapolated to the full month values by multiplying by 4.3, as 30 days represents approximately 4.3 weeks. Fifth, the estimated monthly users were extrapolated to annual values. Using the adjustment factors based on the NBPDP’s “long winter/ short summer” climate region shown in Table 6, October 2018 and November 2018 counts were both assumed to represent 6% of annual values. Table 6: Monthly Adjustment Factors (Source: NBPDP for long winter/short summer climate)

Month

JAN

FEB

MAR

APR

MAY

JUN

JUL

AUG

SEP

OCT

NOV

DEC

Adjustment Factor

11%

12%

14%

11%

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Town of Mattapoisett

Lastly, the estimated users were adjusted to represent the average annual daily traffic (AADT) estimates, or the number of bicyclists and pedestrians on a typical day throughout the year. The annual estimated users were divided by 365 days to produce an estimate of AADT. Table 7 shows that there were an estimated 225 users during a typical day throughout the year at the Mattapoisett Rail-Trail between Brandt Island Road and Mattapoisett Neck Road and an estimated 82,000 users on average per year. At the North Street Park & Ride, there were an estimated 52 users during a typical day throughout the year and an estimated 19,000 users on average per year. Table 7: Average Estimated Annual Bicycle & Pedestrian Users

Estimated Bicycle, Pedestrian, & Other Users Total Peak

Daily

Weekly

Monthly

Annual

Average

AADT‡‡

Periods

Estimate

Annual‡

Estimate

151

1,258

5,571

92,850 82,000

225

19,000

Date

Day

Location

10/17/2018

Wednesday*

RailTrail†

10/20/2018

Saturday**

RailTrail†

172

956

4,234

70,567

10/28/2018

Sunday**

Park & Ride††

306

1,355

22,583

11/1/2018

Thursday*

Park & Ride††

225

964

16,067

* Weekday evening peak period data collection: 4:00 PM – 6:00 PM ** Weekend evening peak period data collection: 4:30 PM – 6:30 PM † Mattapoisett Rail-Trail between Brandt Island Road and Mattapoisett Neck Road †† Park & Ride Lot on North Street, south of I-195 interchange ‡ Average of weekday and weekend extrapolated annual estimates, rounded to nearest thousand ‡‡ Average Annual Daily Traffic for bicyclists, pedestrians, and other users (roller skaters and skateboarders)

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Town of Mattapoisett

Location Comparison The two count locations do not fully represent the study corridor of phases 2b and 2c of the Mattapoisett Rail-Trail. The observed count location on the Mattapoisett Rail-Trail between Brandt Island Road and Mattapoisett Neck Road represents a similar off-street, multi-use path facility to the one proposed along the study corridor. The North Street Park & ride represents an assumed high-trafficked area near the study corridor from which the study corridor would attract bicyclists and pedestrians. Converting the estimates from these two locations to an estimate along the study corridor requires comparing the relative attractiveness of the facilities. Table 8 shows the sociodemographic data for a one-mile buffer around the observed Mattapoisett Rail-Trail, North Street Park & Ride lot, and study corridor locations. Table 8: Comparison of Count Locations and Study Corridor

Within 1 Mile of Location (Source: ACS, NHGIS, 2012-2016)

Location

Population

Employment (home location)

Students (K-12)

Commute Mode Share: Drive Alone

Commute Mode Share: Bike

Commute Mode Share: Walk

Commute less than 10 minutes

Rail-Trail

2,414

1,094

432

83.1%

2.5%

0.1%

188

Park & Ride

1,540

757

318

86.1%

2.8%

0.0%

163

Study Corridor

1,898

937

360

88.5%

1.5%

0.0%

207

Because the number of total residents, employed residents, and K-12 students within one mile of the study corridor falls between that of the observed Mattapoisett Rail-Trail location and the North Street Park & Ride location, it is anticipated that a fully built out multi-use path along phases 2b and 2c of the Mattapoisett Rail-Trail would attract a number of users somewhere in between the two observed locations.

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Town of Mattapoisett

Estimated Demand Assuming a linear relationship between the population within one mile of a given location and the estimated number of annual bicycle and pedestrian trips, there would be an estimated 44,000 bicyclist and pedestrian trips per year at along the study corridor (in the first two year post construction), or approximately 123 on an average day throughout the year (see Figure 10).

Figure 10: Estimated Annual Bicyclist and Pedestrian Trips by Surrounding Population 90,000

Estimated Annual Bicyclist and PedestrianTrips

80,000

y = 72.082x - 92007

Existing Rail-Trail

70,000 60,000 50,000

Study Location

40,000 30,000 20,000

Park & Ride Lot

10,000 0 0

500

1,000

1,500

2,000

2,500

3,000

Population within 1 mile

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Town of Mattapoisett

Comparison to Other Multi-use Paths To ground-truth the demand estimates, the extrapolated values were compared to counts collected at existing multi-use pathways in the northeast. 

 



 



Walloomsac River Multi-use Path (Bennington, VT) 11 o at School Street: 28 bicyclists and pedestrians during the peak-hour o at Depot Street: 18 bicyclists and pedestrians during the peak-hour Prospect Street Multi-Use Path (North Bennington, VT)11 o at College Road: 16 bicyclists and pedestrians during the peak-hour Toonerville Trail(Springfield, VT)11 o Charlestown Road east of I-191: 300 bicyclists and pedestrians during the peak-hour o Charlestown Road west of I-191: 19 bicyclists and pedestrians during the peak-hour o near Seavers Brook Road: 56 bicyclists and pedestrians during the peak-hour Rutland Rail-Trail (Rutland, VT)11 o near Franklin Street: 39 bicyclists and pedestrians during the peak-hour o near Union Street: 60 bicyclists and pedestrians during the peak-hour o near West Street: 170 bicyclists and pedestrians during the peak-hour Barre Bike Path (Barre, VT)11 o near Bridge Street: 116 bicyclists and pedestrians during the peak-hour o near Parkside Terrace: 196 bicyclists and pedestrians during the peak-hour o north of Parkside Terrace: 322 bicyclists and pedestrian during the peak-hour Cape Code Canal Path North 12 o west of Herring Run Recreation: 1,064 bicyclists and pedestrians per day Cape Code Canal Path South12 o at West End: 854 bicyclists and pedestrians per day o at East End: 626 bicyclists and pedestrians per day Shining Sea Path12 o south of County Road: 923 bicyclists and pedestrians per day o south of Locust Street: 1,948 bicyclists and pedestrians per day

Among the selected comparable multi-use paths, the demand estimates for the proposed Mattapoisett Rail-Trail fell within the low-middle range. If the existing, scheduled, and study segments of the Mattapoisett Rail-Trail were to be connected to future trails and/or additional centers of activity, creating a longer, continuous trail network, it is anticipated that demand for the study segments would also increase.

Vermont bike and Pedestrian Count Data, VTrans, 2016. <http://www.uvm.edu/~transctr/research/VTransBPPortal/index.html>

12 Cape Cod Commission Traffic Counting Report 2018, Appendix E: Bicycle/Pedestrian Counts, Cape Code Commission.

<http://www.capecodcommission.org/resources/transportation/counts/pdf_count/BikePed.pdf>

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Town of Mattapoisett

Intercept Survey To better understand pedestrian and bicyclist spending near the proposed multi-use path, an intercept survey was conducted at the existing Mattapoisett Rail-Trail between Brandt Island Road and Mattapoisett Neck Road and at the North Street Park & Ride in late October 2018 and early November 2018. The survey found that the typical local bicyclist or pedestrian in the study area spent approximately $1 on related expenditures per trip and the typical nonlocal bicyclist or pedestrian in the study area spent approximately $6 on related expenditures per trip.

Survey Period Survey periods consisted of the assumed two-hour morning, midday, and evening peak periods on one weekday and one weekend day at each of the two locations. The assumed weekday two-hour peak periods were 7:00 AM – 9:00 AM, 11:00 AM – 1:00 PM, and 4:00 PM – 6:00 PM. The assumed weekend two-hour peak periods were 10:00 AM – 12:00 PM, 12:00 PM – 2:00 PM, and 4:30 PM – 6:30 PM.

Survey Instrument The survey instrument was designed to be administered by a trained transportation professional within a twominute period, and it included the following seven questions:       

Current mode of travel at the time of the survey Group size Resident of Mattapoisett Mode of travel on trail (if applicable) Turn end/ turn around point (if applicable) Trip frequency Trip-related expenditures for current trip

See Appendix B for a copy of the survey instrument.

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 23

Town of Mattapoisett

Survey Results In total, 40 responses were collected for 57 respondents (after factoring in the reported group size) during the observation period. A summary of the survey responses can be found in Table 9, and the raw responses can be found in Appendix C. Table 9: Summary of Intercept Survey Results

Estimated Auto Trip Distance

Estimated Active Trip Distance

168.0 miles

Weighted Average by Trip Weighted Average by Week

Total

Trip Related Expenditures Trip Frequency

Food/ Beverage

Transportation

Lodging

Equipment

Other

296.3 miles

$135.00

$0.56

$0.00

$14.38

$0.00

4.0 miles

12.1 miles

3.2

$3.25

$0.00

$1.70

$0.00

12.6 miles

38.6 miles

$10.36

$0.06

$0.00

$5.43

$0.00

Sum of Weighted Average by Expenditures by Week

$15.85

Among the 57 respondents, the average respondent used the trail or sidewalk facility 3.2 times per week. When factoring in the average trip frequency, the typical respondent traveled 4.0 miles by car before starting their bicycle or pedestrian trip and travelled 12.1 miles total by bicycle or by foot. The average trail-related expenditures totaled $4.96 per person per trip (or $15.85 per person per week), with two-thirds of the expenditures going towards food or beverage purchases. Because the only existing retail business along the study corridor that is oriented towards trail users is Uncle Jonâ&#x20AC;&#x2122;s Java House, this average value seems reasonable. Among the 57 respondents, 46 identified as local (living within 10 miles of the data collection site) and 11 identified as non-local (living more than 10 miles from the data collection site. On average, the typical local respondent spent $0.72 per person per trip and the typical non-local respondent spent $5.73 per person per trip. If the same percentage of local (81%) and non-local (19%) trail users and trail-spending expenditures observed at the count sites is maintained at the proposed multi-use path and if there are 45,000 trail users per year, the proposed trail could expect to generate an estimated $25,000 in local spending per year and $50,000 in non-local spending per year.

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 24

Town of Mattapoisett

Cost-Benefit Analysis Framework This section documents the general framework and assumptions incorporated into the cost-benefit analysis of the various project components.

Reliability & Sensitivity Analysis Producing dependable and repeatable results that attempt to avoid overestimating the benefits of an alternative or underestimating its costs is critical for understanding the weight in decision-making that a cost-benefit analysis should carry. To improve the reliability of this cost-benefit analysis, the input factors with the greatest uncertainty are reflected as ranges. For the sewerage-related project component, this includes a range of potential business development. For the surface transportation-related project component, this includes a range of estimated pathway users.

Inflation, Constant Dollars, & Discounting To meaningfully compare the costs and benefits of a project over an extended planning window, it is important to express values in common terms. “Constant dollars” (or “real dollars”) describes the process of adjusting values for inflation or deflation of currency over time. Undertaking this process is necessary to ensure that the purchasing power of a dollar is consistently expressed from one year to the next. For all monetized costs and benefits, this analysis expresses their values in inflation-adjusted “constant dollars” ($USD) from the common base year of 2019. In accordance with USDOT guidelines, the inflation adjustment is captured by incorporating a “Gross Domestic Product Deflator“. 13 After accounting for effects of inflation, a second adjustment must be made to account for the time value of money. This concept reflects that costs and benefits that occur sooner in time are more highly valued than those that occur in the more distant future and that there is a cost associated with diverting the resources needed for an investment from other productive uses. This process is known as “discounting”, and results in costs and benefits being expressed in the same present value terms. In accordance with USDOT guidelines, a real discount rate of 7% per year is used in this analysis to discount each cost and benefit separately to their present value.

Analysis Period & Residual Values The selection of an appropriate analysis period is a fundamental consideration of any cost-benefit analysis. The capital investment needed to construct the proposed sewerage and surface transportation project components is expected to take place over multiple years, as are the expected benefits. To capture this dynamic, the analysis period should cover both the initial design and construction of the proposed project, as well as the subsequent operational period during which any reoccurring costs (such as operations and maintenance) and any on-going benefits are realized. This operational period generally corresponds to the expected “useful life” of a project, or how long a project will last before it has to be replaced or reconstructed.

13 Federal Reserve Bank, Gross Domestic Product: Implicit Price Deflator. <https://fred.stlouisfed.org/series/GDPDEF>

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 25

Town of Mattapoisett

Not including the development and construction period, the typical useful life for surface transportation projects is 20 years, and the typical useful life for a sewer system is 100 years.14 When a project has multiple components with varying useful lives, the typical default is to select the longer time period. However, there is a limit to the utility of modeling project benefits over long time periods. General uncertainty about the future, including travel patterns and market trends, may mean that forecasts over a 100-year useful life become less reliable. Additionally, the process of discounting means that each subsequent year in an analysis is less and less likely to impact the overall outputs of the analysis. For these reasons, the selected analysis period for this cost-benefit analysis is 20 years. To help account for the benefits associated with the sewerage project component’s useful life extending beyond the 20-year analysis period, this cost-benefit analysis incorporates the project component’s “residual value”. The approach used for estimating the residual value of the sewerage project component assumes that the asset’s value depreciates in a linear manner over its 100-year useful life. So that after a 20-year period, the sewer system retains 80 years of its remaining value. These remaining 80 years are considered as a lump sum at the end of the 20-year analysis period and discounted to their present value using the 7% real discount rate.

Transfer Payments USDOT guidelines require a cost-benefit analysis to distinguish between benefits and “transfer payments”. Benefits reflect real reductions in resource usage and overall net benefits to society (for example, an estimated reduction in collisions reflects a real reduction in costs associated with property damage and medical bills). Transfer payments are often somewhere between being a benefit and being a cost, depending on the perspective of the stakeholder for whom the transfer is being evaluated (for example, an increase in property value is a benefit to an existing property owner but a potential cost to a prospective purchaser of the property). Other transfer payments include changes in local spending, non-local spending, local wages, and tax revenues. While this technical memorandum includes an analysis of changes in non-local spending and tax revenues, the results of the analysis are only intended to provide additional background information and are not incorporated into the overall cost-benefit results because they represent a transfer payment under USDOT guidelines.

14 U.S. Environmental Protection Services, Asset Management for Sewer Collection Systems Fact Sheet. <https://www3.epa.gov/npdes/pubs/assetmanagement.pdf

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 26

Town of Mattapoisett

Alternatives & Independent Utility To conform with USDOT guidelines, each cost-benefit analysis must include a well-defined baseline, or ‘No Build’ alternative, to measure the incremental costs and benefits associated with one or more build alternatives. The baseline documents the study area under future population, employment, and travel conditions if no additional factors outside of the status quo are incorporated, notwithstanding factors that would occur even in the absence of the proposed project such as ongoing operation and maintenance. For this analysis, the ‘No Build’ alternative includes a roadway rehabilitation to fix deteriorated roadway conditions, as well as continued regular maintenance over the 20-year planning window. While additional rail-trail segments have been proposed adjacent to phases 2b and 2c of the Mattapoisett Rail-Trail, only the rail-trail segments with assigned funding and scheduled construction timeline are included in this analysis. Segments with assigned funding and a scheduled construction timeline are Phase 1b of the Mattapoisett Rail-Trail and the “Marion Pathway”. This cost-benefit is broken into four alternatives, including the previously mentioned ‘No Build’ alternative. The remaining three alternatives – ‘Sewerage Only’, ‘Surface Transportation Only’, and ‘Sewerage + Surface Transportation’ – were broken out into multiple alternatives because each project component is believed to have “independent utility”, meaning that it one of the given project components would produce the same projected benefits regardless if any of the other project components are built. In this case, the sewerage component and the surface transportation component were believed to have independent utility because their direct impacts are mostly concentrated in their costs and not their expected benefits. A fourth combined alternative (‘Sewerage + Surface Transportation’) was also included to estimate how their coordinated costs could impact the overall economic return of the project.

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 27

Town of Mattapoisett

Estimated Costs Costs of the four alternatives are divided into three categories: capital, maintenance, and environmental costs.

Capital Costs Appendix F shows the estimated capital costs for individual project components from updated estimates to a BUILD grant application submitted in 2018 by the Town, and below is a summary of the estimated capital costs organized by alternative. Table 10: Summary of Estimated Capital Costs (in thousands) 15

Alternative A

Alternative B

Alternative C

Alternative D

$59

$44

$103

$112

Construction Costs

$2,435

$2,798

$4,316

$4,679

Subtotal

$2,494

$2,842

$4,419

$4,791

Cost Escalation

$2,725

$3,160

$4,829

$5,235

Project Contingency

$273

$311

$483

$524

Soft Costs

$53

$60

$95

$103

Administration Costs

$65

$3,116

$3,542

$5,472

$5,927

+$426

+$2,356

+$2,811

Design Costs

Total Diff. from Alternative A

Compared to the ‘No Build’ alternative, the ‘Sewerage Only’ alternative would cost an estimated additional $426,000, the ‘Surface Transportation Only’ alternative would cost an estimated additional $2,356,000, and the ‘Sewerage + Surface Transportation’ alternative would cost an estimated additional $2,811,000. Table 11 shows the assumed distribution of undiscounted and unadjusted estimated capital costs by project year. The assumed start date of the project design period is 2019 and the assumed end date for construction is 2022. In all scenarios, the escalated design costs, are distributed evenly between 2019 and 2020, the escalated construction costs are distributed evenly between 2021 and 2022, and other costs (project contingency, soft costs, and administrative costs) are distributed proportionately between 2019 and 2022.

Capital Cost Notes:

Construction costs for ‘road rehabilitation only’ assumed to match construction costs for mobilization, prep, drainage, environmental mitigation, pave/finish, retaining walls, and utilities associated with ‘sewerage only’ and ‘surface transportation only’ construction costs along Industrial Drive from North Street to Bay Club Drive. Design costs for ‘road rehabilitation only’ and ‘sewerage only’ costs assumed to be two-thirds of design costs for all combined alternatives along Industrial Drive from North Street to the Bay Club Drive. Design costs for the North Street section of the proposed multi-use path assumed to be 13% of the design costs associated with the ‘Marion Connection and Parking’ component described in Appendix F (based on proportional cost of construction efforts). ‘Marion Connection and Parking’ component design costs were reduced to reflect the difference. A before and after study was included with the surface transportation component.

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 28

Town of Mattapoisett Table 11: Estimated Capital Costs (undiscounted and unadjusted)

Estimated Capital Costs (thousands)

Project Year

Year

Alternative A

Alternative B

Alternative C

Alternative D

Year -3

2019

$37

$28

$64

$69

Year -2

2020

$37

$28

$64

$69

Year -1

2021

$1,521

$1,743

$2,672

$2,894

Year 0

2022

$1,521

$1,743

$2,672

$2,894

Year 1

2023

Year 2

2024

Year 3

2025

Year 4

2026

Year 5

2027

Year 6

2028

Year 7

2029

Year 8

2030

Year 9

2031

Year 10

2032

Year 11

2033

Year 12

2034

Year 13

2035

Year 14

2036

Year 15

2037

Year 16

2038

Year 17

2039

Year 18

2040

Year 19

2041

Year 20

2042

$3,116

$3,542

$5,472

$5,927

+$426

+$2,356

+$2,811

Subtotal Diff. from Alternative A

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 29

Town of Mattapoisett

Maintenance Costs In addition to capital cost expenditures, each alternative will require annual maintenance. Table 12 shows the estimated annual maintenance costs amortized over the 20-year analysis period. Table 12: Summary of Estimated Annual Maintenance Costs (thousands)

Alternative A 16

Alternative B 17

Alternative C18

Alternative D 19

Estimated Annual Cost

$50

$59

$65

$74

Diff. from Alternative A

+$9

+$15

+$24

Compared to the ‘No Build’ alternative, the ‘Sewerage Only’ alternative would cost an estimated additional $9,000, the ‘Surface Transportation Only’ alternative would cost an estimated additional $15,000, and the ‘Sewerage + Surface Transportation’ alternative would cost an estimated additional $24,000. Table 13 shows the assumed distribution of undiscounted and unadjusted estimated maintenance costs by project year.

Environmental Costs Under the Massachusetts Wetlands Act, any activity in a wetland or the 100 feet of upland adjacent to a wetland is subject to review by the local Conservation Commission. Preliminary coordination has taken place with the local Conservation Officer who serves as technical support for the Mattapoisett Conservation Commission. Most of the proposed project components fall within the footprint of existing filled or altered terrain, but approximately 1,000 sq. ft. of wetlands may be impacted. 20 Under Massachusetts law, projects involving less than 5,000 sq. ft. of impacted wetland received minimal review, as long as adequate mitigation is proposed. Costs for potential wetland mitigation are factored into the capital cost estimates. A similar proposed water project was reviewed by the Town of Mattapoisett in 2007 for compliance with the Massachusetts Natural Heritage and Endangered Species Program. The Program required that two culverts be installed as “turtle tunnels” and that no work be done from March to November when turtles are active. It is anticipated that similar conditions may be necessary for the proposed sewerage component because it is also adjacent to potential habitats of protected species. Costs for potential habitat encroachment are factored into the capital cost estimates. The environmental costs of maintaining existing septic tanks in the Industrial Drive Corporate Park are not included in this analysis but may present a negative environmental impact. 16 Assumes an annual maintenance cost of $25,000 per lane mile. NHDOT, Pavement Strategy (2014). <https://www.nh.gov/dot//org/projectdevelopment/planning/amps/documents/pavement_def_12-19-14.pdf> 17 Assumes an annual maintenance cost of $9,000 per mile. Borough of Edgewood, Nine Mile Run Operations and Maintenance Plan. <https://www.3riverswetweather.org/sites/default/files/Sample%20Sanitary%20Sewer%20O%26M%20PLan.pdf> 18 Assumes an annual maintenance cost of $5,000 per mile. Toma, MJ, et al., Coastal Georgia Greenway Market Study and Projected Economic Impact. Armstrong Atlantic State University. 2003. <https://www.researchgate.net/publication/268338731_Coastal_Georgia_Greenway_Market_Study_and_Projected_Economic_Impact_Prepared_by> 19 Combined marginal difference between alternatives A, B, and C. 20 An additional section of wetland may be impacted by construction of a culvert within the right-of-way. However, a design exception on the proposed pathway width is being pursued to avoid impacts to this section of wetland.

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 30

Town of Mattapoisett Table 13: Estimated Maintenance Costs (undiscounted and unadjusted)

Estimated Maintenance Costs (thousands)

Project Year

Year

Alternative A

Alternative B

Alternative C

Alternative D

Year -3

2019

Year -2

2020

Year -1

2021

Year 0

2022

Year 1

2023

$50

$59

$65

$74

Year 2

2024

$50

$59

$65

$74

Year 3

2025

$50

$59

$65

$74

Year 4

2026

$50

$59

$65

$74

Year 5

2027

$50

$59

$65

$74

Year 6

2028

$50

$59

$65

$74

Year 7

2029

$50

$59

$65

$74

Year 8

2030

$50

$59

$65

$74

Year 9

2031

$50

$59

$65

$74

Year 10

2032

$50

$59

$65

$74

Year 11

2033

$50

$59

$65

$74

Year 12

2034

$50

$59

$65

$74

Year 13

2035

$50

$59

$65

$74

Year 14

2036

$50

$59

$65

$74

Year 15

2037

$50

$59

$65

$74

Year 16

2038

$50

$59

$65

$74

Year 17

2039

$50

$59

$65

$74

Year 18

2040

$50

$59

$65

$74

Year 19

2041

$50

$59

$65

$74

Year 20

2042

$50

$59

$65

$74

$1,000

$1,180

$1,300

$1,480

+$180

+$130

+$140

Subtotal Diff. from Alternative A

Because Industrial Drive is a low-volume street, work zone impacts and related traffic delays are anticipated to be minimal or non-existent. Workers, customers, and emergency services are still anticipated to have access throughout construction. Buildings are offset from the anticipated construction site and already in an industrially zoned area, so potential noise pollution is not anticipated.

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 31

Town of Mattapoisett

Table 14 shows the total undiscounted and unadjusted capital and maintenance costs for each alternative over the 20-year analysis period. Table 14: Total Estimated Costs (undiscounted and unadjusted)

Estimated Total Costs (thousands)

Project Year

Year

Alternative A

Alternative B

Alternative C

Alternative D

Year -3

2019

$37

$28

$64

$69

Year -2

2020

$37

$28

$64

$69

Year -1

2021

$1,521

$1,743

$2,672

$2,894

Year 0

2022

$1,521

$1,743

$2,672

$2,894

Year 1

2023

$50

$59

$65

$74

Year 2

2024

$50

$59

$65

$74

Year 3

2025

$50

$59

$65

$74

Year 4

2026

$50

$59

$65

$74

Year 5

2027

$50

$59

$65

$74

Year 6

2028

$50

$59

$65

$74

Year 7

2029

$50

$59

$65

$74

Year 8

2030

$50

$59

$65

$74

Year 9

2031

$50

$59

$65

$74

Year 10

2032

$50

$59

$65

$74

Year 11

2033

$50

$59

$65

$74

Year 12

2034

$50

$59

$65

$74

Year 13

2035

$50

$59

$65

$74

Year 14

2036

$50

$59

$65

$74

Year 15

2037

$50

$59

$65

$74

Year 16

2038

$50

$59

$65

$74

Year 17

2039

$50

$59

$65

$74

Year 18

2040

$50

$59

$65

$74

Year 19

2041

$50

$59

$65

$74

Year 20

2042

$50

$59

$65

$74

$4,116

$4,722

$6,772

$7,406

+$606

+$2,656

+$3,290

Total Diff. from Alternative A

Compared to the ‘No Build’ alternative, the ‘Sewerage Only’ alternative would cost an estimated additional $907,000, the ‘Surface Transportation Only’ alternative would cost an estimated additional $1,813,000, and the ‘Sewerage + Surface Transportation’ alternative would cost an estimated additional $2,434,000.

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 32

Town of Mattapoisett

Table 15 shows the total capital and maintenance costs discounted at a real 7% discount rate for each alternative over the 20-year analysis period. Table 15: Total Estimated Costs (at 7% discount rate)

Estimated Total Costs (thousands)

Project Year

Year

Alternative A

Alternative B

Alternative C

Alternative D

Year -3

2019

$37

$28

$64

$69

Year -2

2020

$35

$26

$60

$64,

Year -1

2021

$1,329

$1,522

$2,334

$2,528

Year 0

2022

$1,242

$1,423

$2,181

$2,362

Year 1

2023

$38

$45

$50

$56

Year 2

2024

$36

$42

$46

$53

Year 3

2025

$33

$39

$43

$49

Year 4

2026

$31

$37

$40

$46

Year 5

2027

$29

$34

$38

$43

Year 6

2028

$27

$32

$35

$40

Year 7

2029

$25

$30

$33

$38

Year 8

2030

$24

$28

$31

$35

Year 9

2031

$22

$26

$29

$33

Year 10

2032

$21

$24

$27

$31

Year 11

2033

$19

$23

$25

$29

Year 12

2034

$18

$21

$24

$27

Year 13

2035

$17

$20

$22

$25

Year 14

2036

$16

$19

$21

$23

Year 15

2037

$15

$17

$19

$22

Year 16

2038

$14

$16

$18

$20

Year 17

2039

$13

$15

$17

$19

Year 18

2040

$12

$14

$16

$18

Year 19

2041

$11

$13

$15

$17

Year 20

2042

$11

$12

$14

$16

$3,075

$3,506

$5,202

$5,663

+$431

+$2,127

+$2,588

Total Diff. from Alternative A

Compared to the ‘No Build’ alternative, the ‘Sewerage Only’ alternative would cost an estimated additional $431,000, the ‘Surface Transportation Only’ alternative would cost an estimated additional $2,127,000, and the ‘Sewerage + Surface Transportation’ alternative would cost an estimated additional $2,588,000. Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 33

Town of Mattapoisett

Estimated Benefits: Sewerage Expansion of employment opportunities at the Industrial Drive Corporate Park is a regional and local priority. SRPEDD identified support of the development of the industrial park as a goal in its 2018 Comprehensive Economic Development Strategy to help grow the regional economy. 21 In addition, SRPEDD identified Industrial Drive as a â&#x20AC;&#x153;Priority Development Areaâ&#x20AC;? in its South Coast Rail Corridor Plan, highlighting that the area is appropriate for increased development because of good access to transportation, available infrastructure, absence of environmental constraints, and local support. 22 The development potential of the Industrial Drive Corporate Park was also reinforced through interviews with real estate and development professionals (see Appendix E). Interviewees noted that the most important factors in their consideration of whether or not to invest in an industrial area was if it is development-ready, fully permitted, accessible to transportation, potentially near a workforce, and equipped with the necessary utilities. Interviewees indicated that expanded sewerage capacity increased the range of business activities at an industrial park, making it more attractive to a wider range of businesses. Local business owners in the industrial park have also expressed strong interest in further developing their properties following the expansion of sewer capacity.

21 Growing the Economy of Southeastern Massachusetts, Comprehensive Economic Development Strategy (2018). SRPEDD. <http://www.srpedd.org/manager/external/ckfinder/userfiles/resources/Economic%20Development/CEDS2018/2018%20CEDS%20%20full%20doc_web.pdf> 22 South Coast Rail Corridor Plan, Five-Year Updated of Community Priority Areas, Mattapoisett. SRPEDD (2013). <http://www.srpedd.org/manager/external/ckfinder/userfiles/resources/South%20Coast%20Rail/5-Year-Update/Mattapoisett-final-pa-report-2013.pdf>

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Town of Mattapoisett

Table 16 shows the total available parcel size, current lot coverage, and maximum additional developable land on the 11 most development-ready parcels in the Industrial Drive Corporate Park. Parcel IDs in the leftmost column of Table 16 correspond to Parcel IDs in Figure 11. Table 16: Developable Parcels (all values in sq. ft.)

Parcel Size

Wetland Overlay

Building Footprint

Current Lot Coverage 24

Percent Coverage 25

Max Additional Developable Land 23

151,000

106,000

248,000

31,000

33,000

64,000

15%

119,000

233,000

33,000

14%

130,000

460,000

118,000

26%

204,000

249,000

46,000

28,000

74,000

14%

114,000

125,000

50,000

40%

38,000

273,000

45,000

16%

146,000

140,000

27,000

19%

71,000

176,000

42,000

24%

81,000

238,000

24,000

49,000

73,000

23%

101,000

148,000

104,000

2,441,000

101,000

425,000

526,000

1,213,000

Parcel ID (see Figure 11) A

TOTAL

Among the 11 most development ready parcels in the Industrial Corporate Park, there is approximately 2,441,000 sq. ft. of total land. Approximately 425,000 sq. ft. of building footprints and 101,000 sq. ft. of wetlands cover the parcels, representing 17% lot coverage (excluding parking and driving areas). If an expanded sewer system is installed along Industrial Drive, the Town of Mattapoisett anticipates making a zoning change allowing up to 70% of lot coverage (currently under consideration by the Town). Under this zoning change, the maximum additional developable land among the 11 parcels is 1,213,000 square feet, including building footprints, parking, and driving areas.

23 Proposed by-law change would allow for 70% lot coverage. Current Town of Mattapoisett zoning by-laws allow for: Limited Industrial, 5.9.5.2 â&#x20AC;&#x201C; A maximum lot coverage of less than 50 percent (50%) is required. Parking and driveway areas shall be included in the calculation of the lot coverage. <https://www.mattapoisett.net/sites/mattapoisettma/files/uploads/april2018zoningbylawbinder2.pdf> 24 Excluding parking and driveway areas. 25 (Current lot coverage) / (Parcel Size â&#x20AC;&#x201C; Wetland Overlay)

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 35

Town of Mattapoisett

Table 17 shows the development potential for the most development-ready parcels in the Industrial Drive Corporate Park. Parcel IDs in the leftmost column of Table 17 correspond to Parcel IDs in Figure 12. The amount of anticipated development following expansion of the sewer capacity is expressed as a range from low to mid to high in an effort to present the level of uncertainty in the estimates. The ‘low’ value represents developing 25% of the maximum additional developable land. The ‘mis’ value represents developing 50% of the maximum additional developable land. The ‘high’ value represents developing 75% of the maximum additional developable land. Table 17: Additional Development Potential

Add. Developable Range26 Max

Mid

High

(+ 50% of max allowable)

(+ 75% of max allowable)

53,000

79,000

Current Lot Coverage 27

Percent Coverage

Additional Developable Land

105,700

Low (+ 25% of max allowable) 26,000

64,000

15%

118,900

30,000

59,000

89,000

33,000

14%

130,100

33,000

65,000

98,000

118,000

26%

204,000

51,000

102,000

153,000

74,000

14%

114,100

29,000

57,000

86,000

50,000

40%

37,500

9,000

19,000

28,000

45,000

16%

146,100

37,000

73,000

110,000

27,000

19%

71,000

18,000

36,000

53,000

42,000

24%

81,200

20,000

41,000

61,000

73,000

23%

100,800

25,000

50,000

76,000

103,600

26,000

52,000

78,000

526,000

1,213,000

304,000

607,000

911,000

Parcel ID (see Figure 11) A

TOTAL

If developers of the 11 parcels built out their properties to the ‘low’ value, the industrial park would grow by an additional 304,000 sq. ft. of development. If developers of the 11 parcels built out their properties to the ‘mid’ value, the industrial park would grow by an additional 607,000 sq. ft. of development. If developers of the 11 parcels built out their properties to the ‘high’ value, the industrial park would grow by an additional 911,000 sq. ft. of development (see Figure 11). For the purposes of this analysis, all new development is assumed to take place in one-story buildings.

26 Increases lot coverage by 25%, 50%, or 75% of maximum allowable lot coverage. Range gives allowance for parking and driveway areas. 27 Excluding parking and driveway areas.

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 36

Town of Mattapoisett Figure 11: Industrial Park Development Potential 1,000,000

912,000

Estimated Developable Land (sq. ft.)

900,000 800,000 700,000

608,000

600,000 500,000 400,000 300,000

304,000

200,000 100,000 0 Low

Mid

High

Potential Development Range following Town By-law Change and Sewerage Upgrade

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 37

Town of Mattapoisett Figure 12: Developable Parcels

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 38

Town of Mattapoisett

Table 18 shows the estimated construction spending associated with the low, mid, and high developable land estimates. Table 18: Estimated Building Construction Spending

Estimated Range

New Development Mix 28

Construction Spending 29

Office

25%

$150/ sq. ft.

Light Manufacturing

25%

Warehousing

50%

Development Type

Low sq. ft. (est. spending) 76,000 ($11,400,000)

Mid sq. ft. (est. spending) 152,000 ($22,800,000)

High sq. ft. (est. spending) 228,000 ($34,200,000)

$85/sq. ft.

76,000 ($6,460,000)

152,000 ($12,920,000)

228,000 ($19,380,000)

$75/sq. ft.

152,000 ($11,400,000)

304,000 ($22,800,000)

456,000 ($34,200,000)

304,000 ($29,260,000)

608,000 ($58,520,000)

912,000 ($87,780,000)

Total

If the existing mix of industry type was maintained (approximately 25% office, 25% light manufacturing, and 50% warehousing) among any new development and if developers built out their properties to the estimated values in Table 17, an additional $29,260,000 to $87,780,000 in construction spending could enter the regional economy. Table 19 shows the potential additional tax revenue that could be collected by the Town of Mattapoisett if the value of the parcels increased by the range expressed in Table 18. Table 19: Estimated Additional Annual Tax Revenue

Estimated Additional Annual Tax Revenue

Low

$13.07/$1,000

Estimated Additional Construction Value 31 $29,260,000

Mid

$13.07/$1,000

$58,520,000

$765,000

High

$13.07/$1,000

$87,780,000

$1,147,000

Development Type

Tax Rate

$382,000

The Town could expect to collect an additional $382,000 to $1,147,000 in annual tax revenue. Transfer payments like construction spending and tax revenue are not included in the cost-benefit analysis framework but are presented here for reference.

28 Based on general existing development mix in Industrial Drive Corporate Park. 29

Assumes good building quality. Moselle, B. 2019 National Building Cost Manual, 43rd Edition, Craftsman.

30 Town of Mattapoisett (2017). 31 From Table 18.

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 39

Town of Mattapoisett

Table 20 shows the estimated range of direct, full-time-equivalent jobs that could be created if businesses expanded their operations by the values presented in Table 18. Table 20: Estimated Direct Full-time Equivalent Local Jobs

Estimated Range

Estimated Direct Jobs/ sq. ft. 32 1/1,000

Low sq. ft. (est. direct jobs) 76,000 (80)

Mid sq. ft. (est. direct jobs) 152,000 (150)

High sq. ft. (est. direct jobs) 228,000 (230)

Light Manufacturing

1/1,200

76,000 (60)

152,000 (130)

228,000 (190)

Warehousing

1/1,500

152,000 (100)

304,000 (200)

456,000 (300)

304,000 (240)

608,000 (480)

912,000 (720)

Development Type Office

Total

The Industrial Drive Corporate Park could expect an estimated 240 to 720 new direct, full-time-equivalent jobs following expansion of the sewer system and development of businesses. Wages from these new jobs are expected to circulate through the economy, helping to create indirect jobs. Using RIMS II economic multiplier data from the Bureau of Economic Analysis, additional indirect jobs could be supported by increased spending in the region, as shown in Table 21. Table 21: Estimated Indirect, Full-time Equivalent Regional Jobs

Estimated Range Ratio of Direct to Indirect Jobs 33

Low - Direct Jobs (Indirect Jobs)

Mid - Direct Jobs (Indirect Jobs)

High - Direct Jobs (Indirect Jobs)

Office

1 : 0.13

80 (10)

140 (20)

230 (30)

Light Manufacturing

1 : 0.24

60 (10)

130 (30)

190 (50)

Warehousing

1 : 0.13

100 (10)

200 (30)

300 (40)

240 (30)

480 (80)

720 (120)

Development Type

Total

Increased spending through newly created direct jobs could help support between 30 and 120 new indirect, fulltime-equivalent jobs.

32 SRPEDD

33 Based on an analysis using RIMS II economic multiplier data from the Bureau of Economic Analysis, US Census Bureau.

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 40

Town of Mattapoisett

Estimated Benefits: Surface Transportation Table 23 builds on the demand estimates shown in Figure 10 to show the estimated number of walk and bicycle trips per year in the study area for each alternative. Figure 13 shows the estimated cumulative demand for bicycle and pedestrian trips over the 20-year period of analysis. Figure 13: Estimated Cumulative Bicycle & Pedestrian Trips by Alternative

Bicycle & Pedestrian Trips

16,000,000

ALT D (HIGH)

14,000,000

ALT D (MID)

12,000,000

ALT D (LOW)

10,000,000

ALT C (HIGH)

8,000,000

ALT C (MID)

6,000,000

ALT C (LOW)

4,000,000

ALT B (HIGH)

2,000,000

ALT B (MID)

ALT B (LOW)

2019 2021 2023 2025 2027 2029 2031 2033 2035 2037 2039 2041

ALT A

Year

Reduced Motor Vehicle Trip Estimates After estimating the number of annual walk and bicycle trips in study area, the next step in the analysis is estimating how many of those walk and bicycle trips replace motor vehicle trips. Using a comparison of local and national mode share data from the American Community Survey and National Household Travel Survey, Table 22 shows motor vehicle trip replacement factors for commute, utilitarian, college, K-12 school, and social/recreational trips. For example, if bicycling was not an option for Mattapoisett commuters, an estimated 15.2 percent of commuters who currently bicycle to work would drive. The rest would might walk, take transit, telecommute, or use another mode of transportation. Table 24 shows the estimated annual vehicle trip reduced from walking and bicycling trips.

Trip Purpose

Table 22: Walk and Bicycle Trip Reduction Multipliers Motor Vehicle Trips Replaced by Walk Trip Trip Purpose Walk Trips Distance

Motor Vehicle Trips Replaced by Bicycle Trips

Bicycle Trip Distance

Commute Trips

15.3%

0.72 miles

Commute Trips

15.2%

2.47 miles

Utilitarian Trips

83.8%

0.83 miles

Utilitarian Trips

80.7%

2.22 miles

College Trips

83.4%

0.48 miles

College Trips

76.3%

2.09 miles

K-12 School Trips

48.9%

0.36 miles

K-12 School Trips

37.3%

0.77 miles

Social/Recreational Trips

15.5%

1.12 miles

Social/Recreational Trips

15.5%

2.73 miles

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 41

Town of Mattapoisett

Reduced Vehicle-Miles Traveled Estimates The 2017 National Household Travel Survey found that the distance traveled for walk and bicycle trips varied by the trip purpose. Table 22 shows the average walk and bicycle trip distances by trip purpose, and Table 25 shows the estimated annual number of vehicle-miles reduced from walking and bicycling trips. Table 23: Estimated Annual Bicycle & Walk Trips

Annual Active Transportation Trips (thousands) Alt A

Project

Alt. B

Alt. C

Alt. D

Year

Low

Mid

High

Low

Mid

High

Low

Mid

High

-3

2019

163

2020

163

-1

2021

164

2022

164

2023

164

166

168

189

201

212

188

202

216

2024

163

167

172

213

237

261

213

240

269

2025

163

162

168

175

238

274

309

237

279

322

2026

163

162

169

179

263

311

358

262

317

375

2027

162

161

170

183

288

348

408

286

356

428

2028

162

160

172

186

313

385

457

311

395

482

2029

161

160

173

190

338

423

507

336

434

536

2030

161

159

174

194

363

460

558

361

474

590

2031

160

158

175

197

389

499

608

387

513

645

2032

160

158

176

201

415

537

659

412

553

700

2033

159

156

175

199

441

575

710

437

591

750

2034

159

155

173

198

467

614

762

463

628

800

2035

158

154

172

196

493

653

813

488

666

851

2036

158

153

170

195

519

692

865

514

704

902

2037

158

151

168

193

546

732

918

539

743

953

2038

157

150

167

191

572

771

971

565

781

1,005

2039

157

149

165

190

599

811

1,024

591

820

1,057

2040

156

147

163

188

626

851

1,077

617

859

1,109

2041

156

146

162

186

653

892

1,130

644

898

1,161

2042

155

145

160

185

680

932

1,184

670

937

1,214

3,846

3,767

4,039

4,420

9,259

11,852

14,445

9,175

12,044

15,019

-79

+193

+574

+5,413

+8,006

+10,599

+5,329

+8,198

+11,173

Total Diff. from Alternative A

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 42

Town of Mattapoisett Table 24: Estimated Annual Vechile Trip Reductions from Walking & Bicycling

Vehicle Trip Reductions (thousands) Alt A

Project

Alt. B

Alt. C

Alt. D

Year

Low

Mid

High

Low

Mid

High

Low

Mid

High

-3

2019

2020

-1

2021

2022

2023

100

106

100

106

2024

108

121

134

108

121

134

2025

122

142

162

122

142

162

2026

137

164

191

137

164

191

2027

152

185

219

152

185

219

2028

166

207

248

166

207

248

2029

181

229

276

181

229

276

2030

196

251

305

196

251

305

2031

211

273

334

211

273

334

2032

100

227

295

364

227

295

364

2033

242

318

393

242

318

393

2034

257

340

423

257

340

423

2035

273

363

453

273

363

453

2036

288

385

483

288

385

483

2037

304

408

513

304

408

513

2038

320

431

543

320

431

543

2039

336

455

574

336

455

574

2040

352

478

604

352

478

604

2041

368

501

635

368

501

635

2042

384

525

666

384

525

666

1,915

1,857

1,988

2,184

5,030

6,484

7,939

5,030

6,484

7,939

-58

+73

+269

+3,115

+4,569

+6,024

+3,115

+4,569

+6,024

Total Diff. from Alternative A

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 43

Town of Mattapoisett Table 25: Estimated Annual Reduction in Vehicle-Miles Traveled from Walking & Bicycling

Net Costs & Benefits (thousands) Alt A

Project

Alt. B

Alt. C

Alt. D

Year

Low

Mid

High

Low

Mid

High

Low

Mid

High

-3

2019

160

2020

160

-1

2021

161

2022

161

2023

161

162

164

167

180

190

200

180

190

200

2024

161

162

166

172

198

219

239

198

219

239

2025

161

162

169

177

217

248

278

217

248

278

2026

161

163

172

183

236

277

317

236

277

317

2027

161

163

175

188

256

306

357

256

306

357

2028

162

164

177

194

275

336

397

275

336

397

2029

162

164

180

199

294

365

437

294

365

437

2030

162

165

183

205

314

395

477

314

395

477

2031

162

165

185

210

333

426

518

333

426

518

2032

162

165

188

215

353

456

559

353

456

559

2033

162

165

188

215

373

486

600

373

486

600

2034

162

165

187

215

393

517

641

393

517

641

2035

162

164

187

214

413

548

683

413

548

683

2036

162

164

186

214

433

579

725

433

579

725

2037

162

163

186

213

453

610

767

453

610

767

2038

162

163

185

213

474

641

809

474

641

809

2039

162

185

212

494

673

852

494

673

852

2040

162

184

212

515

705

894

515

705

894

2041

162

184

211

536

737

938

536

737

938

2042

162

161

183

211

556

769

981

556

769

981

3,877

3,908

4,256

4,682

7,938

10,125

12,311

7,938

10,125

12,311

+31

+379

+805

+4,061

+6,248

+8,434

+4,061

+6,248

+8,434

Total Diff. from Alternative A

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 44

Town of Mattapoisett

Health More people bicycling and walking can help encourage an increase in physical activity levels, which may help reduce healthcare costs for residents in the state. As shown in Table 26, 24% of Massachusetts adults and 13% of Massachusetts youths report little or no leisure-time physical activity. The health benefits from a physically inactive person becoming physically active and having a reduced probability of suffering from chronic diseases or missing work for health-related reasons can help save a region approximately $1,539 per newly active person per year in healthcare costs. Table 26: Public Health Multipliers

Value Physically Inactive Adults in Massachusetts 34

24%

Physically Inactive Youths in Massachusetts 3

13%

Healthcare Cost Savings for Newly Active Persons 35

$1,539

If the level of physical activity increased among Mattapoisett residents in proportion to the estimated annual number of walk and bicycle trips in Table 23, the town could expect to see between 100 and 300 residents meeting the Centers for Disease Control and Preventionâ&#x20AC;&#x2122;s standards for weekly exercise, helping save the region between $4 million and $9 million in healthcare costs, as shown in Table 27.

34 State Indicators Report on Physical Activity, Centers for Disease Control and Prevention (2014), <http://www.cdc.gov/physicalactivity/downloads/pa_state_indicator_report_2014.pdf> 35 Inadequate Physical Activity and Health Care Expenditures in the United States, <http://www.cdc.gov/nccdphp/dnpao/docs/carlson-physical-activityand-healthcare-expenditures-final-508tagged.pdf>

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 45

Town of Mattapoisett Table 27: Estimated Health Benefits (undiscounted and unadjusted)

Estimated Health Benefits (thousands) Alt A

Project

Alt. B

Alt. C

Alt. D

Year

Low

Mid

High

Low

Mid

High

Low

Mid

High

-3

2019

2020

-1

2021

2022

2023

$201

$203

$206

$212

$218

$225

$212

$218

$225

2024

$201

$202

$206

$211

$223

$236

$250

$223

$236

$250

2025

$201

$203

$208

$216

$234

$254

$275

$234

$254

$275

2026

$201

$203

$211

$220

$245

$272

$300

$245

$272

$300

2027

$200

$204

$214

$225

$256

$291

$325

$256

$291

$325

2028

$200

$205

$216

$230

$268

$309

$351

$268

$309

$351

2029

$200

$205

$219

$235

$279

$328

$376

$279

$328

$376

2030

$200

$206

$221

$240

$290

$346

$402

$290

$346

$402

2031

$200

$207

$224

$245

$302

$365

$428

$302

$365

$428

2032

$200

$207

$227

$250

$314

$384

$454

$314

$384

$454

2033

$200

$207

$227

$250

$325

$402

$480

$325

$402

$480

2034

$200

$207

$227

$250

$337

$421

$506

$337

$421

$506

2035

$200

$207

$226

$250

$349

$441

$532

$349

$441

$532

2036

$200

$207

$226

$250

$361

$460

$559

$361

$460

$559

2037

$200

$207

$226

$250

$373

$479

$586

$373

$479

$586

2038

$200

$207

$226

$250

$385

$499

$613

$385

$499

$613

2039

$200

$207

$226

$250

$397

$518

$640

$397

$518

$640

2040

$200

$207

$226

$249

$409

$538

$667

$409

$538

$667

2041

$199

$207

$226

$249

$421

$558

$694

$421

$558

$694

2042

$199

$207

$226

$249

$433

$578

$722

$433

$578

$722

$4,002

$4,113

$4,411

$4,775

$6,413

$7,897

$9,385

$6,413

$7,897

$9,385

+$111

+$409

+$773

+$2,411

+$3,895

+$5,383

+$2,411

+$3,895

+$5,383

Total Diff. from Alternative A

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 46

Town of Mattapoisett

Air Quality Reductions in vehicle-miles traveled can also have an impact on air quality. Table 28 shows the estimated particulate matter, nitrous oxide, sulfur oxide, volatile organic compounds, and carbon dioxide that a typical motor vehicle emits for every mile driven. Table 28: Estimated Emissions Multipliers

Emissions per VehicleMile Traveled (metric tons)

Associated Mitigation/ Clean-up Cost per Vehicle-Mile Traveled

Particulate Matter (PM)

0.00000005

$0.0167

Nitrous Oxides (NOx)

0.00000069

$0.0052

Sulfur Oxides (SOx)

0.00000001

$0.0003

Volatile Organic Compounds (VOC)

0.00000103

$0.0020

Carbon Dioxide (CO2)

0.00042047

$0.0052

Greenhouse Gas/Criteria Pollutant 36

Applying these emission estimates to the estimated vehicle-miles traveled reductions in Table 23, an estimated increase in walk and bicycle trips in Mattapoisett can help prevent $100,000 to $387,000 in emissions mitigation costs, as shown in Table 29.

36 Benefit-Cost Analysis Guidance for Discretionary Grant Programs. U.S. Department of Transportation. June 2018. <https://www.transportation.gov/sites/dot.gov/files/docs/mission/office-policy/transportation-policy/284031/benefit-cost-analysis-guidance-2018_0.pdf>

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 47

Town of Mattapoisett Table 29: Estimated Environmental Benefits (unadjusted and undiscounted)

Estimated Environmental Benefits (thousands) Alt A

Project

Alt. B

Alt. C

Alt. D

Year

Low

Mid

High

Low

Mid

High

Low

Mid

High

-3

2019

2020

-1

2021

2022

2023

2024

2025

2026

$11

2027

$10

$12

$10

$12

2028

$11

$13

$11

$13

2029

$10

$12

$14

$10

$12

$14

2030

$10

$13

$16

$10

$13

$16

2031

$11

$14

$17

$11

$14

$17

2032

$12

$15

$19

$12

$15

$19

2033

$12

$16

$20

$12

$16

$20

2034

$13

$17

$21

$13

$17

$21

2035

$14

$18

$23

$14

$18

$23

2036

$14

$19

$24

$14

$19

$24

2037

$15

$20

$25

$15

$20

$25

2038

$16

$21

$27

$16

$21

$27

2039

$16

$22

$28

$16

$22

$28

2040

$17

$23

$30

$17

$23

$30

2041

$18

$24

$31

$18

$24

$31

2042

$18

$25

$32

$18

$25

$32

$100

$119

$134

$241

$310

$387

$241

$310

$387

+$19

+$34

+$141

+$210

+$287

+$141

+$210

+$287

Total Diff. from Alternative A

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 48

Town of Mattapoisett

Transportation Replacing motor vehicle trips with walk and bicycle trips can help reduce household transportation costs, roadway maintenance costs, and congestion costs. Table 30 shows that for every vehicle-mile reduced from increased walking and bicycling, Mattapoisett residents can expect to save $0.92 in combined transportation-related costs. Table 30: Estimated Transportation Multipliers

Transportation Benefit Multiplier Household Transportation Cost Savings

Value 37

$0.40 per VMT Reduced

Roadway Maintenance Cost Savings 38

$0.15 per VMT Reduced

Congestion Costs Savings

$0.07 per VMT Reduced

Collision Cost Savings 40

$0.30 per VMT Reduced

Total Transportation Savings

$0.92 per VMT Reduce

Applied to the vehicle-miles traveled reduction estimates in Table 25, an increase in walk and bicycle trips in Mattapoisett can help residents save between $2 million and $5 million in household transportation costs, roadway maintenance costs, and congestion costs, as shown in Table 31. In addition, reductions in vehicle-miles traveled can also help decrease the risk of collision and help residents save between $0 and $5 million avoided property damage and personal injury, as shown in Table 32.

"Our Driving Costs, AAA (2016). <http://exchange.aaa.com/automobiles-travel/automobiles/driving-costs/#.Vw_xCPkrKUk Kitamura, R., Zhao, H., and Gubby, A. R. Development of a Pavement Maintenance Cost Allocation Model. Institute of Transportation Studies, University of California, Davis. 39 Average Annual Miles per Driver by Age Group. Last modified: September 26, 2014. FHWA. https://www.fhwa.dot.gov/ohim/onh00/bar8.htm; Using Figure ES.3 "Cost of Crashes and Congestion per Vehicle Mile Traveled" ratios from 2008 report and adjusting to 2011 values. http://www.camsys.com/pubs/AAA.pdf 40 Crashes vs. Congestion: What's the Cost to Society? AAA, 2011. Figure 3, pg 13. 37 38

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 49

Town of Mattapoisett Table 31: Estimated Transportation Benefits (unadjusted and undiscounted)

Estimated Transportation Benefits (thousands) Alt A

Project

Alt. B

Alt. C

Alt. D

Year

Low

Mid

High

Low

Mid

High

Low

Mid

High

-3

2019

2020

-1

2021

2022

2023

$99

$100

$101

$107

$111

$115

$107

$111

$115

2024

$99

$101

$103

$114

$122

$131

$114

$122

$131

2025

$99

$102

$106

$122

$134

$147

$122

$134

$147

2026

$99

$100

$103

$108

$130

$146

$163

$130

$146

$163

2027

$99

$100

$104

$110

$138

$158

$179

$138

$158

$179

2028

$99

$100

$106

$112

$146

$170

$195

$146

$170

$195

2029

$99

$100

$107

$115

$153

$183

$212

$153

$183

$212

2030

$99

$100

$108

$117

$161

$195

$228

$161

$195

$228

2031

$99

$101

$109

$119

$169

$207

$245

$169

$207

$245

2032

$99

$101

$110

$121

$178

$220

$262

$178

$220

$262

2033

$99

$101

$110

$121

$186

$232

$279

$186

$232

$279

2034

$99

$100

$110

$121

$194

$245

$296

$194

$245

$296

2035

$99

$100

$110

$121

$202

$257

$313

$202

$257

$313

2036

$99

$100

$109

$121

$210

$270

$330

$210

$270

$330

2037

$99

$100

$109

$120

$219

$283

$347

$219

$283

$347

2038

$100

$109

$120

$227

$296

$364

$227

$296

$364

2039

$100

$109

$120

$235

$309

$382

$235

$309

$382

2040

$100

$99

$109

$120

$244

$322

$399

$244

$322

$399

2041

$100

$99

$108

$120

$252

$335

$417

$252

$335

$417

2042

$100

$99

$108

$120

$261

$348

$435

$261

$348

$435

$1,985

$1,997

$2,141

$2,316

$3,648

$4,543

$5,439

$3,648

$4,543

$5,439

+$12

+$156

+$331

+$1,663

+$2,558

+$3,454

+$1,663

+$2,558

+$3,454

Total Diff. from Alternative A

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 50

Town of Mattapoisett Table 32: Estimated Safety Benefits (unadjusted and undiscounted)

Estimated Safety Benefits (thousands) Alt A

Project

Alt. B

Alt. C

Alt. D

Year

Low

Mid

High

Low

Mid

High

Low

Mid

High

-3

2019

2020

-1

2021

2022

2023

$87

$90

$94

$98

$101

2024

$93

$100

$107

$101

$108

$115

2025

$99

$110

$120

$108

$119

$130

2026

$106

$119

$133

$115

$129

$144

2027

$112

$129

$146

$122

$140

$158

2028

$119

$139

$159

$128

$151

$173

2029

$125

$149

$173

$136

$161

$187

2030

$132

$159

$186

$143

$172

$202

2031

$138

$169

$200

$150

$183

$216

2032

$145

$179

$213

$157

$194

$231

2033

$151

$189

$227

$164

$205

$246

2034

$158

$200

$241

$171

$216

$261

2035

$165

$210

$255

$178

$227

$276

2036

$172

$220

$269

$186

$238

$291

2037

$178

$231

$283

$193

$250

$306

2038

$185

$241

$297

$200

$261

$322

2039

$192

$252

$311

$208

$273

$337

2040

$199

$262

$326

$215

$284

$353

2041

$206

$273

$340

$223

$296

$368

2042

$213

$284

$354

$230

$307

$384

$2,975

$3,705

$4,434

$3,222

$4,012

$4,801

+$2,975

+$3,705

+$4,434

+$3,222

+$4,012

+$4,801

Total Diff. from Alternative A

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 51

Town of Mattapoisett Table 33: Total Estimated Benefits (undiscounted and unadjusted) Total Estimated Benefits (thousands) Alt A

Project

Alt. B

Alt. C

Alt. D

Year

Low

Mid

High

Low

Mid

High

Low

Mid

High

-3

2019

2020

-1

2021

2022

2023

$305

$306

$309

$312

$411

$426

$440

$418

$433

$448

2024

$305

$307

$313

$320

$437

$466

$495

$444

$474

$504

2025

$305

$308

$316

$327

$462

$506

$550

$471

$516

$560

2026

$305

$308

$320

$334

$488

$547

$606

$497

$557

$617

2027

$305

$309

$324

$342

$515

$588

$662

$524

$599

$674

2028

$305

$310

$328

$349

$541

$630

$718

$551

$641

$732

2029

$305

$311

$332

$356

$567

$671

$775

$578

$684

$789

2030

$305

$312

$335

$364

$594

$713

$832

$605

$726

$848

2031

$305

$313

$339

$371

$621

$755

$890

$632

$769

$906

2032

$305

$314

$343

$378

$648

$797

$947

$660

$812

$965

2033

$305

$313

$343

$378

$675

$840

$1,005

$687

$856

$1,024

2034

$305

$313

$342

$378

$702

$883

$1,064

$715

$899

$1,084

2035

$305

$313

$342

$378

$729

$926

$1,122

$743

$943

$1,144

2036

$305

$313

$342

$377

$757

$969

$1,182

$771

$987

$1,204

2037

$305

$312

$342

$377

$785

$1,013

$1,241

$799

$1,032

$1,264

2038

$305

$312

$341

$377

$812

$1,057

$1,301

$828

$1,077

$1,325

2039

$305

$312

$341

$377

$840

$1,101

$1,361

$856

$1,122

$1,387

2040

$304

$312

$341

$376

$869

$1,145

$1,421

$885

$1,167

$1,448

2041

$304

$311

$340

$376

$897

$1,190

$1,482

$914

$1,212

$1,510

2042

$304

$1,511

$1,540

$1,576

$925

$1,234

$1,543

$2,143

$2,458

$2,773

$6,097

$7,420

$7,873

$8,423

$13,275

$16,457

$19,637

$14,721

$17,964

$21,206

+$1,323

+$1,776

+$2,326

+$7,178

+$10,360

+$13,540

+$8,624

+$11,867

+$15,109

Total Diff. from Alternative A

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 52

Town of Mattapoisett Table 34: Total Estimated Benefits (at 7% real discount rate)

Total Estimated Benefits (thousands) Alt A

Project

Alt. B

Alt. C

Alt. D

Year

Low

Mid

High

Low

Mid

High

Low

Mid

High

-3

2019

2020

-1

2021

2022

2023

$233

$235

$238

$314

$325

$336

$319

$330

$342

2024

$217

$219

$223

$228

$311

$332

$353

$317

$338

$359

2025

$203

$205

$211

$218

$308

$337

$367

$314

$344

$373

2026

$190

$192

$199

$208

$304

$341

$377

$310

$347

$384

2027

$177

$180

$189

$199

$299

$342

$385

$305

$349

$392

2028

$166

$169

$178

$190

$294

$342

$391

$300

$349

$398

2029

$155

$158

$169

$181

$288

$341

$394

$294

$347

$401

2030

$145

$148

$159

$173

$282

$339

$395

$287

$345

$403

2031

$135

$139

$151

$165

$276

$335

$395

$281

$342

$402

2032

$127

$130

$142

$157

$269

$331

$393

$274

$337

$400

2033

$118

$122

$133

$147

$262

$326

$390

$267

$332

$397

2034

$110

$114

$124

$137

$254

$320

$386

$259

$326

$393

2035

$103

$106

$116

$128

$247

$314

$380

$252

$320

$387

2036

$96

$99

$108

$120

$240

$307

$374

$244

$313

$381

2037

$90

$92

$101

$112

$232

$300

$367

$237

$305

$374

2038

$84

$86

$94

$104

$225

$292

$360

$229

$298

$366

2039

$79

$81

$88

$97

$217

$284

$352

$221

$290

$358

2040

$74

$75

$82

$91

$210

$277

$343

$214

$282

$350

2041

$69

$70

$77

$85

$202

$269

$335

$206

$274

$341

2042

$64

$319

$325

$332

$195

$260

$326

$452

$518

$585

$2,635

$2,937

$3,104

$3,310

$5,229

$6,314

$7,399

$5,582

$6,686

$7,786

+$302

+$469

+$675

+$2,594

+$3,679

+$4,764

+$2,947

+$4,051

+$5,151

Total Diff. from Alternative A

Residual Value A $1.2 million residual was claimed as a lump sum in the 20th year of the analysis period for each alternative that included the sewerage component.

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 53

Town of Mattapoisett

Trail User Spending Results of the intercept survey, shown in Table 9, suggests that, on average, the typical local respondent spent $0.72 per person per trip and the typical non-local respondent spent $5.73 per person per trip. If non-local residents made up approximately 19% of the bicycle and pedestrian trips shown in Table 23, Mattapoisett could expect to see between $0 and $12 million in additional trail-related spending (see Table 35). This spending is considered a transfer payment and is not included in the cost-benefit analysis (see the Transfer Payment section for more information).

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 54

Town of Mattapoisett Table 35: Estimated Non-local Spending Benefits (undiscounted and unadjusted)

Estimated Economic Benefits (thousands) Alt A

Project

Alt. B

Alt. C

Alt. D

Year

Low

Mid

High

Low

Mid

High

Low

Mid

High

-3

2019

2020

-1

2021

2022

2023

$179

$206

$219

$231

$206

$219

$231

2024

$177

$232

$258

$284

$232

$258

$284

2025

$177

$259

$298

$336

$259

$298

$336

2026

$177

$286

$339

$390

$286

$339

$390

2027

$176

$314

$379

$444

$314

$379

$444

2028

$176

$341

$419

$498

$341

$419

$498

2029

$175

$368

$461

$552

$368

$461

$552

2030

$175

$395

$501

$607

$395

$501

$607

2031

$174

$424

$543

$662

$424

$543

$662

2032

$174

$452

$585

$717

$452

$585

$717

2033

$173

$480

$626

$773

$480

$626

$773

2034

$173

$508

$668

$830

$508

$668

$830

2035

$172

$537

$711

$885

$537

$711

$885

2036

$172

$565

$753

$942

$565

$753

$942

2037

$172

$594

$797

$999

$594

$797

$999

2038

$171

$623

$839

$1,057

$623

$839

$1,057

2039

$171

$652

$883

$1,115

$652

$883

$1,115

2040

$170

$682

$926

$1,173

$682

$926

$1,173

2041

$170

$711

$971

$1,230

$711

$971

$1,230

2042

$169

$740

$1,015

$1,289

$740

$1,015

$1,289

$3,473

$9,369

$12,191

$15,014

$9,369

$12,191

$15,014

+$5,896

+$8,718

+$11,541

+$5,896

+$8,718

+$11,541

Total Diff. from Alternative A

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 55

Town of Mattapoisett

Comparison of Alternatives Below are definitions for the three summary statistics used in this memorandum: Net Present Value (NPV) – The difference between the net benefits of a project and its net costs over a given period of time. The benefits and costs are shown in “constant dollars” which is an adjusted value of currency used to compare dollar values from one period (such as the start of a project) to another (such as the end of a project) to help account for inflation and the fact that unspent money can gain value through investment in other projects. A positive NPV indicates that the project benefits of a project exceed the anticipated costs. IN general, the NPV is useful for comparing multiple build alternatives to a no build alternative. An agency can decide to select an alternative with the highest NPV (including the no build alternative), or it can establish a minimum threshold for the NPV, such as being higher than the no build alternative, and can consider any alternative that meets that threshold to be acceptable. Internal Rate of Return (IRR) – The annual rate at which a project would have to be discounted so that it’s NPV equals zero by the end of the period of analysis (e.g., the annual rate of return that an agency would have to make through investing their money elsewhere to justify not building the proposed project). The IRR is useful for comparing multiple build alternatives to one another. In general, an alternative with the highest IRR – with all other factors held equal – is considered the best investment, and all alternatives with IRRs above the assumed discount rate are considered good investments. Benefit-Cost Ratio (BCR) – The net benefits of a project over a given period of time divided by its net costs over that same period of time. Like NPV, the benefits and costs shown in a BCR are in “constant dollars”. A build alternative with a BCR that is greater than 1.0 suggests that the benefits of the project outweigh its costs (i.e. a BCR of 5.2 suggests that for every $1 invested, an agency could expect $5.2 in benefits). A BCR of less than 1.0 suggests that the costs of the project outweigh its benefits (i.e. a BCR of -3.2 suggests that for every $1 in benefit, an agency could expect to lose $3.2 in costs). And a BCR equal to 1.0 suggests that the benefits of the project are equal to its costs.

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 56

Town of Mattapoisett

Table 36 shows the net costs and benefits of each alternative, and Table 37 shows their net cumulative costs and benefits. Below is a description of the outputs for each alternative: 



Alternative A - No Build o Included a road rehabilitation project and normal population and employment growth  This alternative showed a Net Present Value of -$440,000  This alternative showed an Internal Rate of Return of -1.95%  This alternative showed a Benefit-Cost Ratio of 0.86:1.00 Alternative B - Sewerage Only o Included road rehabilitation and upgrade of sewer system for industrial park o Analysis included a sensitivity analysis of anticipated employment growth in industrial park  Low • This alternative showed a Net Present Value of -$570,000 • This alternative showed an Internal Rate of Return of -1.99% • This alternative showed a Benefit-Cost Ratio of 0.84:1.00 • Estimated $382,000 in additional annual tax revenue • Estimated 240 direct and 30 indirect jobs  Mid • This alternative showed a Net Present Value of -$400,000 • This alternative showed an Internal Rate of Return of -1.37% • This alternative showed a Benefit-Cost Ratio of 0.88:1.00 • Estimated $765,000 in additional annual tax revenue • Estimated 480 direct and 80 indirect jobs  High • This alternative showed a Net Present Value of -$200,000 • This alternative showed an Internal Rate of Return of -0.66% • This alternative showed a Benefit-Cost Ratio of 0.94:1.00 • Estimated $1,147,000 in additional annual tax revenue • Estimated 720 direct and 120 indirect jobs Alternative C - Surface Transportation Only o Included road rehabilitation, construction of multi-use path, and construction of intersection safety improvements o Analysis included a sensitivity analysis of the anticipated number of trail users  Low • This alternative showed a Net Present Value of $30,000 • This alternative showed an Internal Rate of Return of 0.06% • This alternative showed a Benefit-Cost Ratio of 1.01:1.00 • Estimated $5,896,000 in additional non-local spending over 20 years  Mid • This alternative showed a Net Present Value of $1,110,000 • This alternative showed an Internal Rate of Return of 2.07% • This alternative showed a Benefit-Cost Ratio of 1.21:1.00 • Estimated $8,718,000 in additional non-local spending over 20 years Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 57

Town of Mattapoisett



High • • • •

This alternative showed a Net Present Value of $2,200,000 This alternative showed an Internal Rate of Return of 3.75% This alternative showed a Benefit-Cost Ratio of 1.42:1.00 Estimated $11,541,000 in additional non-local spending over 20 years

Alternative D - Sewerage + Surface Transportation o o

Included road rehabilitation, upgrade of sewer system for industrial park, construction of multi-use path, and construction of intersection safety improvements Analysis included a sensitivity analysis of the anticipated employment growth in industrial park and the anticipated number of trail users  Low • This alternative showed a Net Present Value of -$80,000 • This alternative showed an Internal Rate of Return of -0.15% • This alternative showed a Benefit-Cost Ratio of 0.99:1.00 • Estimated $382,000 in additional annual tax revenue • Estimated 240 direct and 30 indirect jobs • Estimated $5,896,000 in additional non-local spending over 20 years  Mid • This alternative showed a Net Present Value of $1,020,000 • This alternative showed an Internal Rate of Return of 1.70% • This alternative showed a Benefit-Cost Ratio of 1.18:1.00 • Estimated $765,000 in additional annual tax revenue • Estimated 480 direct and 80 indirect jobs • Estimated $8,718,000 in additional non-local spending over 20 years  High • This alternative showed a Net Present Value of $2,130,000 • This alternative showed an Internal Rate of Return of 3.28% • This alternative showed a Benefit-Cost Ratio of 1.38:1.00 • Estimated $1,147,000 in additional annual tax revenue • Estimated 720 direct and 120 indirect jobs • Estimated $11,541,000 in additional non-local spending over 20 years

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 58

Town of Mattapoisett Table 36: Net Costs & Benefits (at 7% real discount rate) Net Costs & Benefits (thousands) Alt A

Project

Alt. B

Alt. C

Alt. D

Year

Low

Mid

High

Low

Mid

High

Low

Mid

High

-3

2019

-$37

-$28

-$64

-$69

2020

-$35

-$26

-$60

-$64

-1

2021

-$1,329

-$1,522

-$2,334

-$2,528

2022

-$1,242

-$1,423

-$2,181

-$2,362

2023

$194

$188

$190

$193

$264

$275

$286

$263

$274

$285

2024

$182

$177

$181

$186

$265

$286

$307

$264

$285

$307

2025

$170

$166

$171

$179

$265

$294

$323

$264

$294

$324

2026

$159

$155

$163

$171

$264

$300

$337

$264

$301

$338

2027

$148

$146

$154

$165

$262

$305

$347

$262

$306

$349

2028

$139

$137

$146

$158

$259

$307

$355

$259

$309

$358

2029

$130

$128

$139

$151

$255

$308

$361

$256

$310

$364

2030

$121

$120

$131

$145

$251

$308

$364

$252

$310

$368

2031

$113

$124

$139

$247

$306

$366

$248

$309

$369

2032

$106

$118

$133

$242

$304

$366

$243

$306

$370

2033

$99

$110

$124

$236

$301

$365

$238

$303

$368

2034

$92

$103

$116

$231

$296

$362

$232

$299

$366

2035

$86

$96

$108

$225

$292

$358

$227

$294

$362

2036

$81

$80

$90

$101

$219

$286

$353

$221

$289

$358

2037

$75

$84

$94

$213

$280

$348

$215

$283

$352

2038

$70

$78

$88

$207

$274

$342

$208

$277

$346

2039

$66

$65

$73

$82

$200

$268

$335

$202

$271

$339

2040

$61

$68

$77

$194

$261

$328

$196

$264

$332

2041

$57

$64

$72

$188

$254

$320

$190

$257

$324

2042

$54

$306

$312

$320

$182

$247

$312

$436

$503

$569

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 59

Town of Mattapoisett Table 37: Net Cumulative Costs & Benefits (at 7% real discount rate) Net Costs & Benefits (thousands) Alt A

Project

Alt. B

Alt. C

Alt. D

Year

Low

Mid

High

Low

Mid

High

Low

Mid

High

-3

2019

-$37

-$28

-$64

-$69

2020

-$72

-$54

-$124

-$133

-1

2021

-$1,400

-$1,577

-$2,458

-$2,661

2022

-$2,642

-$2,999

-$4,639

-$5,024

2023

-$2,447

-$2,811

-$2,809

-$2,806

-$4,375

-$4,364

-$4,353

-$4,761

-$4,750

-$4,738

2024

-$2,265

-$2,635

-$2,628

-$2,620

-$4,110

-$4,078

-$4,046

-$4,497

-$4,464

-$4,432

2025

-$2,096

-$2,469

-$2,457

-$2,442

-$3,845

-$3,784

-$3,723

-$4,233

-$4,170

-$4,108

2026

-$1,937

-$2,314

-$2,294

-$2,270

-$3,581

-$3,483

-$3,386

-$3,969

-$3,869

-$3,770

2027

-$1,788

-$2,168

-$2,140

-$2,106

-$3,320

-$3,179

-$3,038

-$3,707

-$3,564

-$3,420

2028

-$1,650

-$2,031

-$1,994

-$1,948

-$3,061

-$2,872

-$2,683

-$3,448

-$3,255

-$3,063

2029

-$1,520

-$1,903

-$1,855

-$1,797

-$2,805

-$2,564

-$2,322

-$3,192

-$2,945

-$2,699

2030

-$1,399

-$1,783

-$1,724

-$1,652

-$2,554

-$2,256

-$1,957

-$2,940

-$2,635

-$2,331

2031

-$1,286

-$1,670

-$1,599

-$1,513

-$2,307

-$1,949

-$1,591

-$2,692

-$2,327

-$1,962

2032

-$1,180

-$1,564

-$1,482

-$1,381

-$2,066

-$1,645

-$1,225

-$2,449

-$2,020

-$1,592

2033

-$1,081

-$1,466

-$1,372

-$1,257

-$1,829

-$1,345

-$860

-$2,211

-$1,717

-$1,224

2034

-$989

-$1,373

-$1,269

-$1,141

-$1,598

-$1,048

-$498

-$1,979

-$1,418

-$858

2035

-$903

-$1,287

-$1,173

-$1,033

-$1,373

-$757

-$140

-$1,752

-$1,124

-$495

2036

-$822

-$1,207

-$1,083

-$933

-$1,154

-$470

$213

-$1,531

-$834

-$138

2037

-$747

-$1,132

-$1,000

-$838

-$941

-$190

$561

-$1,317

-$551

$214

2038

-$676

-$1,062

-$922

-$750

-$735

$84

$903

-$1,108

-$274

$561

2039

-$610

-$997

-$849

-$668

-$534

$352

$1,238

-$906

-$3

$900

2040

-$549

-$936

-$781

-$592

-$340

$613

$1,565

-$710

$261

$1,232

2041

-$492

-$879

-$717

-$520

-$152

$866

$1,885

-$520

$518

$1,556

2042

-$438

-$573

-$405

-$200

$29

$1,113

$2,197

-$84

$1,021

$2,125

NPV

-$440

-$570

-$400

-$200

$30

$1,110

$2,200

-$80

$1,020

$2,130

IRR

-1.95%

-1.99%

-1.37%

-0.66%

0.06%

2.07%

3.75%

-0.15%

1.70%

3.28%

0.86:1.00

0.84:1.00

0.88:1.00

0.94:1.00

1.01:1.00

1.21:1.00

1.42:1.00

0.99:1.00

1.18:1.00

1.38:1.00

B-C RATIO

*Break-even points

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 60

Town of Mattapoisett

A cost-benefit analysis of proposed road rehabilitation, trail development, and sewerage projects along Industrial Drive in Mattapoisett, MA, showed that coordination of the three projects could help maximize overall estimated benefits while avoiding duplicative construction costs (see Figure 14). The benefits analyzed in this study for the sewerage project included projected construction spending from business development and expansion due to increased allowable lot coverage and associated annual tax revenue and job creation. Potential impacts to protected and endangered wildlife from switching from septic systems to a sewer system were not included in the scope of this analysis. The estimated benefits for each project were weighed against the estimated costs for each project in a cost-benefit analysis. Review of the outputs of the cost-benefit analysis showed that completion of the road rehabilitation project would by itself be a net negative for the Town, losing an estimated $0.14 for every dollar invested. If the road rehabilitation project was combined with the sewerage project, it was estimated that it would result in a loss of $0.06 to $0.16 for every dollar invested, depending on potential build out of the Industrial Drive Corporate Park. However, the road rehabilitation and sewerage projects could help spur an additional $0.4 to $1.1 million in tax revenue each year and may help encourage 270 to 840 new jobs (direct and indirect). If the road rehabilitation project was combined with the trail development project, it was estimated that it would help generate $0.01 to $0.42 for every dollar invested, depending on the potential number of users on the trail. Over the life of the project, safety improvements were estimated to help save residents and visitors $3.0 million to $4.4 million in reduced collision costs at one of the Townâ&#x20AC;&#x2122;s most difficult intersections, increased physical activity was estimated to reduce healthcare costs by $2.4 million to $5.4 million, and visitor spending was estimated to help circulate an additional $5.9 million to $11.2 million in the regional economy. Although combining the road rehabilitation, sewerage, and trail development projects had a lower return on investment than the trail development project by itself, with $0.99 to $0.38 in estimated benefits for every dollar invested, this alternative allows the Town to shoulder the costs of the road rehabilitation project while capturing the tax revenue and job creation benefits of the sewerage project and the safety, health, and visitor spending benefits of the trail development project. By combining all three projects, the overall costs to the Town are lower than if each project were completed separately. Completion of each project is dependent on the availability of non-Town funding sources, which have not been fully identified. See supporting documentation from SRPEDD for more information about the proposed projects.

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | lxi

Town of Mattapoisett Figure 14: Comparison of Alternatives

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | lxii

Town of Mattapoisett

Appendices A. B. C. D. E. F.

Raw Bicycle & Pedestrian Counts Intercept Survey Instrument Raw Intercept Survey Responses Interview Questions Interview Responses Engineering Cost Estimates

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 63

Town of Mattapoisett

Appendix A: Raw Bicycle & Pedestrian Counts Table 38: Phoenix Rail-Trail Observations (Wednesday, Oct. 17, 2018 from 7:00 AM - 9:00 AM, 11:00 AM - 1:00 PM, and 4:00 PM - 6:00 PM)

Observed Mode N

1 2 3 4 5 6 7 8 9 10 11

User Characteristics

Bike

Walk

Other

Gender

Age

In a Group

Direction of Travel

10/20/2018 10:05 AM

Yes

Female

Adult

Yes

East

Dog

10/20/2018 10:11 AM

Yes

Female

Adult

Yes

East

10/20/2018 10:14 AM

Yes

Female

Adult

Yes

West

Dog

10/20/2018 10:15 AM

Yes

Female

Adult

Yes

West

10/20/2018 10:18 AM

Yes

Male

Adult

West

10/20/2018 10:29 AM

Yes

Female

Adult

East

10/20/2018 10:29 AM

Yes

Female

Adult

West

10/20/2018 10:36 AM

Yes

Male

Adult

East

Dog

10/20/2018 10:40 AM

Yes

Female

Adult

West

Dog

10/20/2018 10:41 AM

Yes

Female

Adult

Yes

East

10/20/2018 10:46 AM

Yes

Female

Adult

Yes

East

Date

Time

Notes

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 64

Town of Mattapoisett

Observed Mode N

12 13 14 15 16 17 18 19 20 21 22 23 24

User Characteristics

Time

Bike

Walk

Other

Gender

Age

In a Group

Direction of Travel

10/20/2018 10:46 AM

Yes

Female

Adult

Yes

East

10/20/2018 11:00 AM

Yes

Male

Adult

Yes

East

10/20/2018 11:02 AM

Yes

Female

Adult

West

Dog

10/20/2018 11:02 AM

Yes

Female

Adult

East

Dog

10/20/2018 11:07 AM

Yes

Male

Young Adult

West

10/20/2018 11:09 AM

Yes

Male

Adult

West

10/20/2018 11:09 AM

Yes

Female

Adult

Yes

West

10/20/2018 11:09 AM

Yes

Female

Adult

Yes

West

10/20/2018 11:14 AM

Yes

Male

Senior

Yes

West

10/20/2018 11:14 AM

Yes

Female

Senior

Yes

West

10/20/2018 11:15 AM

Yes

Female

Adult

East

10/20/2018 11:18 AM

Yes

Female

Adult

Yes

West

10/20/2018 11:35 AM

Yes

Female

Adult

Yes

West

Date

Notes

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 65

Town of Mattapoisett

Observed Mode

User Characteristics

Time

Bike

Walk

Other

Gender

Age

In a Group

Direction of Travel

10/20/2018 11:39 AM

Yes

Female

Adult

East

10/20/2018 11:39 AM

Yes

Male

Adult

East

10/20/2018 11:53 AM

Yes

Male

Senior

East

10/20/2018 12:35 PM

Yes

Female

Young Adult

East

10/20/2018 12:40 PM

Yes

Male

Senior

Yes

East

10/20/2018 12:49 PM

Yes

Female

Senior

Yes

East

10/20/2018 12:49 PM

Yes

Male

Adult

East

10/20/2018 12:53 PM

Yes

Male

Adult

West

10/20/2018 12:53 PM

Yes

Female

Senior

Yes

West

10/20/2018 12:54 PM

Yes

Male

Senior

Yes

West

10/20/2018 1:03 PM

Yes

Male

Adult

West

10/20/2018 1:03 PM

Yes

Male

Child

East

10/20/2018 1:03 PM

Yes

Female

Senior

Yes

East

10/20/2018 1:03 PM

Yes

Male

Senior

Yes

East

10/20/2018 1:05 PM

Yes

Male

Adult

West

10/20/2018 1:14 PM

Yes

Male

Adult

West

10/20/2018 1:14 PM

Yes

Female

Senior

Yes

East

10/20/2018 1:15 PM

Yes

Male

Senior

Yes

East

10/20/2018 1:15 PM

Yes

Female

Adult

West

10/20/2018 1:15 PM

Yes

Undetermined

Child

East

10/20/2018 1:15 PM

Yes

Female

Adult

East

25 26 27

Date

Notes

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 66

Town of Mattapoisett

Observed Mode N

Date

Time

User Characteristics

Bike

Walk

Other

Gender

Age

In a Group

Direction of Travel

Notes

10/20/2018 1:17 PM

Yes

Female

Adult

Yes

West

10/20/2018 1:26 PM

Yes

Female

Young Adult

Yes

West

10/20/2018 1:27 PM

Yes

Female

Adult

West

10/20/2018 1:27 PM

Yes

Female

Adult

East

10/20/2018 1:27 PM

Yes

Female

Young Adult

East

10/20/2018 1:31 PM

Yes

Male

Adult

East

10/20/2018 1:33 PM

Male

Adult

East

10/20/2018 1:33 PM

Female

Young Adult

West

10/20/2018 1:37 PM

Male

Adult

West

10/20/2018 1:40 PM

Yes

Male

Child

West

10/20/2018 1:41 PM

Yes

Male

Senior

East

10/20/2018 1:42 PM

Yes

Male

Child

West

10/20/2018 1:42 PM

Yes

Male

Young Adult

East

10/20/2018 1:45 PM

Yes

Male

Young Adult

West

10/20/2018 1:47 PM

Yes

Female

Adult

Yes

East

10/20/2018 1:53 PM

Yes

Female

Young Adult

Yes

East

10/20/2018 1:53 PM

Yes

Female

Adult

East

10/20/2018 1:54 PM

Yes

Male

Adult

West

10/20/2018 1:57 PM

Yes

Male

Senior

West

10/20/2018 1:57 PM

Yes

Male

Adult

East

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 67

Town of Mattapoisett Table 39: Phoenix Rail-Trail Observations (Saturday, Oct. 20, 2018 from 10:00 AM - 2:00 PM and 4:30 PM - 6:30 PM)

Observed Mode N

Date

Time

User Characteristics

Bike

Walk

Other

Gender

Age

In a Group

Direction of Travel

Notes

10/20/2018 10:05 AM

Yes

Male

Senior

West

10/20/2018 10:11 AM

Yes

Male

Adult

East

10/20/2018 10:14 AM

Yes

Male

Adult

East

10/20/2018 10:15 AM

Yes

Male

Senior

East

10/20/2018 10:18 AM

Yes

Male

Young Adult

West

10/20/2018 10:29 AM

Yes

Male

Adult

West

10/20/2018 10:29 AM

Yes

Male

Adult

West

10/20/2018 10:36 AM

Yes

Male

Adult

East

10/20/2018 10:40 AM

Skateboard

Female

Young Adult

East

10/20/2018 10:41 AM

Yes

Male

Adult

West

10/20/2018 10:46 AM

Yes

Male

Adult

West

10/20/2018 10:46 AM

Yes

Male

Young Adult

East

10/20/2018 11:00 AM

Skateboard

Male

Young Adult

West

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 68

Town of Mattapoisett

Observed Mode

User Characteristics

Time

Bike

Walk

Other

Gender

Age

In a Group

Direction of Travel

10/20/2018 11:02 AM

Yes

Male

Adult

Yes

West

10/20/2018 11:02 AM

Yes

Female

Child

Yes

West

10/20/2018 11:07 AM

Yes

Male

Senior

East

10/20/2018 11:09 AM

Yes

Male

Child

Yes

East

10/20/2018 11:09 AM

Yes

Male

Child

Yes

East

10/20/2018 11:09 AM

Yes

Male

Child

Yes

East

10/20/2018 11:14 AM

Yes

Female

Child

Yes

West

10/20/2018 11:14 AM

Yes

Female

Adult

Yes

West

10/20/2018 11:15 AM

Yes

Male

Adult

West

10/20/2018 11:18 AM

Yes

Male

Senior

West

10/20/2018 11:35 AM

Yes

Female

Adult

West

10/20/2018 11:39 AM

Yes

Male

Adult

Yes

East

10/20/2018 11:39 AM

Yes

Female

Child

Yes

East

Date

Notes

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 69

Town of Mattapoisett

Observed Mode

User Characteristics

Time

Bike

Walk

Other

Gender

Age

In a Group

Direction of Travel

10/20/2018 11:53 AM

Yes

Female

Adult

East

10/20/2018 12:35 PM

Yes

Male

Senior

West

10/20/2018 12:40 PM

Yes

Male

Adult

West

10/20/2018 12:49 PM

Yes

Female

Adult

Yes

East

10/20/2018 12:49 PM

Yes

Female

Adult

Yes

East

10/20/2018 12:53 PM

Yes

Female

Adult

Yes

West

10/20/2018 12:53 PM

Yes

Female

Adult

Yes

West

10/20/2018 12:54 PM

Yes

Male

Young Adult

East

10/20/2018 1:03 PM

Yes

Female

Adult

Yes

West

10/20/2018 1:03 PM

Yes

Male

Adult

Yes

West

10/20/2018 1:03 PM

Yes

Female

Senior

Yes

West

10/20/2018 1:03 PM

Yes

Male

Senior

Yes

West

10/20/2018 1:05 PM

Yes

Female

Senior

West

10/20/2018 1:14 PM

Yes

Male

Adult

East

10/20/2018 1:14 PM

Yes

Female

Senior

East

10/20/2018 1:15 PM

Yes

Female

Adult

Yes

East

10/20/2018 1:15 PM

Yes

Male

Adult

Yes

East

10/20/2018 1:15 PM

Yes

Female

Senior

Yes

East

10/20/2018 1:15 PM

Yes

Male

Senior

Yes

East

10/20/2018 1:17 PM

Yes

Female

Senior

West

10/20/2018 1:26 PM

Yes

Male

Young Adult

West

10/20/2018 1:27 PM

Yes

Male

Senior

Yes

West

10/20/2018 1:27 PM

Yes

Undetermined

Adult

Yes

West

Date

Notes

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 70

Town of Mattapoisett

Observed Mode N

Date

Time

User Characteristics

Bike

Walk

Other

Gender

Age

In a Group

Direction of Travel

Notes

10/20/2018 1:27 PM

Yes

Female

Adult

West

10/20/2018 1:31 PM

Yes

Male

Senior

West

10/20/2018 1:33 PM

Yes

Male

Adult

Yes

West

10/20/2018 1:33 PM

Yes

Female

Adult

Yes

West

10/20/2018 1:37 PM

Yes

Female

Adult

East

10/20/2018 1:40 PM

Yes

Female

Adult

West

10/20/2018 1:41 PM

Yes

Male

Adult

West

10/20/2018 1:42 PM

Yes

Female

Adult

Yes

East

10/20/2018 1:42 PM

Yes

Male

Adult

Yes

East

10/20/2018 1:45 PM

Yes

Male

Senior

East

10/20/2018 1:47 PM

Yes

Female

Adult

East

10/20/2018 1:53 PM

Yes

Female

Adult

West

10/20/2018 1:53 PM

Yes

Male

Senior

West

10/20/2018 1:54 PM

Yes

Male

Adult

East

10/20/2018 1:57 PM

Yes

Female

Senior

Yes

East

10/20/2018 1:57 PM

Yes

Male

Senior

Yes

East

10/20/2018 4:36 PM

Yes

Male

Senior

Yes

West

10/20/2018 4:36 PM

Yes

Female

Senior

Yes

West

10/20/2018 4:37 PM

Yes

Male

Senior

West

10/20/2018 4:37 PM

Yes

Male

Adult

East

10/20/2018 4:38 PM

Yes

Male

Senior

East

10/20/2018 4:42 PM

Yes

Male

Child

East

10/20/2018 4:42 PM

Yes

Male

Child

East

10/20/2018 4:45 PM

Yes

Female

Senior

Yes

East

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 71

Town of Mattapoisett

Observed Mode N

Date

Time

User Characteristics

Bike

Walk

Other

Gender

Age

In a Group

Direction of Travel

Notes

10/20/2018 4:45 PM

Yes

Male

Senior

Yes

East

10/20/2018 5:03 PM

Yes

Female

Senior

East

10/20/2018 5:06 PM

Yes

Female

Adult

West

10/20/2018 5:07 PM

Yes

Female

Adult

East

10/20/2018 5:12 PM

Yes

Male

Senior

West

10/20/2018 5:13 PM

Yes

Male

Child

East

10/20/2018 5:31 PM

Yes

Male

Adult

East

10/20/2018 5:36 PM

Yes

Male

Senior

West

10/20/2018 5:38 PM

Yes

Male

Child

East

10/20/2018 5:49 PM

Roller skates

Male

Child

East

10/20/2018 5:51 PM

Yes

Male

Adult

Yes

East

10/20/2018 5:51 PM

Yes

Female

Adult

Yes

East

10/20/2018 5:53 PM

Yes

Male

Senior

East

10/20/2018 5:55 PM

Roller skates

Male

Child

West

10/20/2018 5:59 PM

Yes

Male

Adult

Yes

West

10/20/2018 5:59 PM

Yes

Female

Adult

Yes

West

10/20/2018 6:01 PM

Yes

Male

Adult

West

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 72

Town of Mattapoisett Table 40: Mattapoisett Park & Ride Observations (Sunday, Oct. 28, 2018 from 10:00 AM - 2:00 PM and 4:30 PM - 6:30 PM)

Observed Mode N

Bik e

Walk

Other

User Characteristics Gender

Age

In a Group

Direction of Travel

Date

Time

10/28/201 8

10:00 AM

Yes

Female

Adult

North

loop

10/28/201 8

10:04 AM

Auto

Male

Adult

Yes

North

meet up

10/28/201 8

10:04 AM

Auto

Male

Adult

Yes

North

meet up

10/28/201 8

10:04 AM

Yes

Male

Adult

Undetermine d

North

jog

10/28/201 8

10:16 AM

Auto

Female

Adult

Yes

North

10/28/201 8

10:22 AM

Auto

Male

Senior

Yes

North

meet up

10/28/201 8

10:22 AM

Auto

Male

Senior

Yes

North

meet up

10/28/201 8

10:23 AM

Auto

Male

Adult

Yes

North

meet up

10/28/201 8

10:23 AM

Auto

Male

Adult

Yes

North

meet up

1 0

10/28/201 8

10:24 AM

Auto

Female

Adult

Yes

North

meet up

1 1

10/28/201 8

10:34 AM

Yes

Male

Adult

Yes

South

on-road

1 2

10/28/201 8

10:34 AM

Yes

Male

Adult

Yes

South

on-road

Notes

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 73

Town of Mattapoisett

Observed Mode Other

User Characteristics

Date

Time

Bik e

Walk

Gender

Age

In a Group

Direction of Travel

1 3

10/28/201 8

10:34 AM

Yes

Male

Adult

Yes

South

on-road

1 4

10/28/201 8

10:34 AM

Yes

Male

Adult

Yes

South

on-road

1 5

10/28/201 8

10:34 AM

Yes

Male

Adult

Yes

South

on-road

1 6

10/28/201 8

10:34 AM

Yes

Male

Adult

Yes

South

on-road

1 7

10/28/201 8

10:34 AM

Yes

Male

Adult

Yes

South

on-road

1 8

10/28/201 8

10:56 AM

Yes

Male

Child

Yes

North

off-road

1 9

10/28/201 8

10:56 AM

Yes

Male

Child

Yes

North

off-road

2 0

10/28/201 8

10:57 AM

Yes

Female

Adult

North

jog

2 1

10/28/201 8

10:57 AM

Auto

Male

Adult

Undetermine d

2 2

10/28/201 8

11:05 AM

Yes

Male

Adult

South

jog

2 3

10/28/201 8

11:15 AM

Auto

Female

Adult

Yes

South

meet up

2 4

10/28/201 8

11:15 AM

Auto

Female

Adult

Yes

South

meet up

Notes

quick stop

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 74

Town of Mattapoisett

Observed Mode Bik e

Walk

11:24 AM

Yes

Female

Adult

North

walk through lot

10/28/201 8

11:33 AM

Yes

Auto

Male

Senior

North

walk loop in lot

2 7

10/28/201 8

11:43 AM

Auto

Female

Senior

South

quick stop

2 8

10/28/201 8

11:50 AM

Yes

Male

Adult

Yes

North

walk

2 9

10/28/201 8

11:50 AM

Yes

Female

Adult

Yes

North

walk

3 0

10/28/201 8

11:51 AM

Auto

Female

Adult

North

quick stop

3 1

10/28/201 8

11:54 AM

Auto

Male

Senior

Yes

South

meet up

3 2

10/28/201 8

11:54 AM

Auto

Undetermine d

Yes

North

meet up

3 3

10/28/201 8

12:02 PM

Auto

Male

Adult

Yes

South

meet up

3 4

10/28/201 8

12:03 PM

Auto

Male

Young Adult

South

quick stop

3 5

10/28/201 8

12:06 PM

Auto

Female

Adult

Yes

South

meet up

3 6

10/28/201 8

12:11 PM

Auto

Male

Adult

South

quick stop

Date

Time

2 5

10/28/201 8

2 6

Other

User Characteristics Gender

Age

In a Group

Direction of Travel

Notes

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 75

Town of Mattapoisett

Observed Mode Other

User Characteristics

Date

Time

Bik e

Walk

Gender

Age

In a Group

Direction of Travel

3 7

10/28/201 8

12:20 PM

Yes

Female

Adult

South

3 8

10/28/201 8

12:24 PM

Auto

Male

Adult

South

quick stop

3 9

10/28/201 8

12:24 PM

Yes

Female

Young Adult

South

coffee shop employee

4 0

10/28/201 8

12:26 PM

Yes

Male

Young Adult

Yes

South

walk

4 1

10/28/201 8

12:26 PM

Yes

Female

Young Adult

Yes

South

walk

4 2

10/28/201 8

12:27 PM

Yes

Female

Adult

South

walk

4 3

10/28/201 8

12:42 PM

Auto

Female

Adult

Yes

North

meet up

4 4

10/28/201 8

12:42 PM

Auto

Male

Child

Yes

North

meet up

4 5

10/28/201 8

12:44 PM

Auto

Female

Adult

Yes

North

meet up

4 6

10/28/201 8

12:44 PM

Auto

Male

Child

Yes

North

meet up

4 7

10/28/201 8

12:52 PM

Auto

Male

Child

Yes

North

meet up

4 8

10/28/201 8

12:52 PM

Auto

Male

Child

Yes

North

meet up

Notes

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 76

Town of Mattapoisett

Observed Mode Bik e

Walk

12:52 PM

Auto

Male

Adult

Yes

North

meet up

10/28/201 8

12:54 PM

Auto

Male

Adult

Yes

North

meet up

5 1

10/28/201 8

12:54 PM

Auto

Male

Child

Yes

North

meet up

5 2

10/28/201 8

12:54 PM

Auto

Male

Child

Yes

North

meet up

5 3

10/28/201 8

12:54 PM

Auto

Male

Child

Yes

North

meet up

5 4

10/28/201 8

12:55 PM

Yes

Male

Adult

North

stop at coffee shop

5 5

10/28/201 8

12:58 PM

Auto

Male

Adult

Yes

North

meet up

5 6

10/28/201 8

12:58 PM

Auto

Male

Child

Yes

North

meet up

5 7

10/28/201 8

1:00 PM

Auto

Female

Adult

Yes

South

park and walk

5 8

10/28/201 8

1:00 PM

Yes

Auto

Female

Child

Yes

South

park and walk

5 9

10/28/201 8

1:31 PM

Yes

Auto

Male

Adult

North

meet up

6 0

10/28/201 8

1:31 PM

Auto

Female

Adult

South

meet up

Date

Time

4 9

10/28/201 8

5 0

Other

User Characteristics Gender

Age

In a Group

Direction of Travel

Notes

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 77

Town of Mattapoisett

Observed Mode Bik e

Walk

Date

Time

6 1

10/28/201 8

1:45 PM

6 2

10/28/201 8

1:47 PM

6 3

10/28/201 8

1:48 PM

6 4

10/28/201 8

1:48 PM

6 5

10/28/201 8

6 6

Other

Auto

User Characteristics Gender

Age

In a Group

Direction of Travel

Notes

Male

Adult

North

Auto

Male

Undetermine d

South

meet up

Auto

Male

Adult

Yes

North

meet up

Auto

Female

Adult

Yes

North

meet up

1:48 PM

Auto

Female

Adult

Yes

North

meet up

10/28/201 8

1:49 PM

Yes

Male

Adult

South

jog

6 7

10/28/201 8

1:49 PM

Auto

Female

Adult

South

6 8

10/28/201 8

1:55 PM

Yes

Male

Child

South

bike through lot

6 9

10/28/201 8

4:50 PM

Yes

Female

Adult

North

jog

7 0

10/28/201 8

4:50 PM

Yes

Male

Child

North

bike through lot

7 1

10/28/201 8

5:00 PM

Auto

Male

Adult

North

quick stop

7 2

10/28/201 8

5:40 PM

Auto

Male

Young Adult

Yes

South

meet up

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 78

Town of Mattapoisett

Observed Mode Bik e

Walk

5:40 PM

Auto

Female

Young Adult

Yes

South

meet up

5:40 PM

Auto

Female

Adult

North

meet up

Auto

Undetermine d

South

meet up

Auto

Male

Young Adult

North

meet up

Auto

Undetermine d

South

Date

Time

7 3

10/28/201 8

7 4

10/28/201 8

7 5

10/28/201 8

5:42 PM

7 6

10/28/201 8

5:44 PM

7 7

10/28/201 8

5:47 PM

Other

User Characteristics Gender

Age

In a Group

Direction of Travel

Notes

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 79

Town of Mattapoisett Table 41: Mattapoisett Park & Ride Observations (Thursday, Nov. 1, 2018 from 7:00 AM -9:00 AM, 11:00 AM - 1:00 PM, and 4:00 PM - 6:00 PM)

Observed Mode N

1 2 3 4

Date

Time

11/1/2018

7:13 AM

11/1/2018 11/1/2018 11/1/2018

11/1/2018

7:15 AM 7:15 AM 7:22 AM

7:26 AM

Bik e

Walk

No No No

No Yes No

Other

User Characteristics Gender

Age

In a Group

Direction of Travel

Notes

Auto

Undetermine d

police

Auto

Undetermine d

cross to coffe shop

Female

Young Adult

Undetermine d

Auto

Undetermine d

South

Utility

North

Whaling City Transport, meet up

Auto

Female

Undetermine d

11/1/2018

7:26 AM

Auto

Female

Undetermine d

11/1/2018

7:29 AM

Auto

Male

Adult

Yes

South

Whaling City Transport, meet up

South

Yes

South

Whaling City Transport, meet up

11/1/2018

7:30 AM

Auto

Female

Undetermine d

11/1/2018

7:34 AM

Auto

Female

Adult

Yes

North

meet up

1 0

11/1/2018

7:35 AM

Auto

Male

Adult

North

meet up meet up meet up

1 1

11/1/2018

7:37 AM

Auto

Male

Senior

Yes

Undetermine d

1 2

11/1/2018

7:42 AM

Auto

Female

Senior

Yes

Undetermine d

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 80

Town of Mattapoisett

Observed Mode No

Date

Time

1 3

11/1/2018

7:42 AM

Bik e

Walk

Other

Auto

User Characteristics Gender

Female

Age

Adult

In a Group

Yes

Direction of Travel

Notes

South

meet up

1 4

11/1/2018

7:44 AM

Auto

Female

Adult

North

Whaling City Transport

1 5

11/1/2018

7:47 AM

Auto

Female

Adult

Yes

North

meet up

1 6

11/1/2018

7:50 AM

Auto

Female

Adult

Yes

North

meet up

1 7

11/1/2018

7:50 AM

Auto

Female

Adult

Yes

North

meet up

1 8

11/1/2018

7:55 AM

Auto

Female

Adult

Yes

North

meet up

1 9

11/1/2018

7:58 AM

Auto

Female

Adult

Yes

South

meet up

2 0

11/1/2018

7:58 AM

Auto

Male

Senior

South

2 1

11/1/2018

8:15 AM

Auto

Male

Adult

North

2 2

11/1/2018

8:18 AM

Auto

Male

Adult

Yes

South

meet up

2 3

11/1/2018

8:19 AM

Auto

Male

Adult

South

2 4

11/1/2018

8:23 AM

Auto

Male

Adult

Yes

South

meet up

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 81

Town of Mattapoisett

Observed Mode Bik e

Walk

8:23 AM

Auto

Male

Adult

Yes

North

meet up

11/1/2018

8:25 AM

Auto

Female

Adult

South

2 7

11/1/2018

8:33 AM

Yes

Female

Adult

South

jog

2 8

11/1/2018

8:44 AM

Auto

Female

Senior

North

2 9

11/1/2018

8:48 AM

Auto

Female

Senior

North

3 0

11/1/2018

8:52 AM

Auto

Female

Adult

Yes

North

meet up

3 1

11/1/2018

8:53 AM

Auto

Male

Adult

Yes

North

meet up

3 2

11/1/2018

11:04 AM

Auto

Undetermine d

North

3 3

11/1/2018

11:10 AM

Auto

Male

Adult

Yes

South

meet up

3 4

11/1/2018

11:11 AM

Auto

Female

Senior

Yes

North

meet up

3 5

11/1/2018

11:12 AM

Auto

Male

Adult

Yes

North

meet up

3 6

11/1/2018

11:13 AM

Yes

Female

Adult

North

jog

Date

Time

2 5

11/1/2018

2 6

Other

User Characteristics Gender

Age

In a Group

Direction of Travel

Notes

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 82

Town of Mattapoisett

Observed Mode No

Date

Time

3 7

11/1/2018

11:18 AM

3 8

11/1/2018

11:20 AM

Bik e

Walk

Other

Auto

User Characteristics Gender

Female

Age

Senior

In a Group

Yes

Direction of Travel

Notes

North

meet up

Auto

Undetermine d

Yes

North

Mattapoisett Council on Aging paratransit; meet up

Undetermine d

North

utility

3 9

11/1/2018

11:23 AM

Auto

Undetermine d

4 0

11/1/2018

11:23 AM

Auto

Male

Adult

South

4 1

11/1/2018

11:24 AM

Auto

Male

Adult

South

4 2

11/1/2018

11:26 AM

Auto

Male

Adult

South

4 3

11/1/2018

11:27 AM

Auto

Undetermine d

South

4 4

11/1/2018

12:08 PM

Auto

Male

Adult

Yes

South

meet up

4 5

11/1/2018

12:08 PM

Auto

Undetermine d

South

4 6

11/1/2018

12:14 PM

Auto

Male

Adult

Yes

South

meet up

4 7

11/1/2018

12:19 PM

Auto

Male

Adult

North

4 8

11/1/2018

12:30 PM

Auto

Male

Adult

Yes

North

meet up

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 83

Town of Mattapoisett

Observed Mode No

Date

Time

4 9

11/1/2018

12:31 PM

5 0

11/1/2018

12:31 PM

Bik e

Walk

Other

User Characteristics Gender

Age

In a Group

Direction of Travel

Notes

Auto

Female

Adult

Yes

North

meet up

Auto

Undetermine d

South

quick stop

Undetermine d

North

utility

5 1

11/1/2018

12:35 PM

Auto

Undetermine d

5 2

11/1/2018

12:37 PM

Auto

Female

Senior

North

5 3

11/1/2018

12:40 PM

Auto

Undetermine d

Yes

South

meet up

Undetermine d

North

5 4

11/1/2018

12:41 PM

Auto

Undetermine d

5 5

11/1/2018

12:42 PM

Auto

Female

Adult

Yes

South

meet up

5 6

11/1/2018

4:12 PM

Auto

Male

Senior

North

quick stop

Undetermine d

North

Adult

South

5 7

11/1/2018

4:20 PM

Auto

Undetermine d

5 8

11/1/2018

4:21 PM

Auto

Female

5 9

11/1/2018

4:23 PM

Yes

Female

Adult

South

jog, to fitness center

6 0

11/1/2018

4:27 PM

Auto

Female

Adult

Yes

North

meet up

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 84

Town of Mattapoisett

Observed Mode Other

User Characteristics

Date

Time

Bik e

Walk

Gender

Age

In a Group

Direction of Travel

6 1

11/1/2018

4:27 PM

Yes

Male

Adult

North

on-road

6 2

11/1/2018

4:30 PM

Auto

Female

Adult

Yes

North

meet up

6 3

11/1/2018

4:30 PM

Auto

Female

Child

Yes

North

meet up

6 4

11/1/2018

4:30 PM

Auto

Female

Child

Yes

North

meet up

6 5

11/1/2018

4:33 PM

Yes

Male

Senior

North

walk in loop

6 6

11/1/2018

4:36 PM

Auto

Female

Adult

Yes

South

driver's ed

Young Adult

Yes

South

driver's ed

Notes

6 7

11/1/2018

4:36 PM

Auto

Undetermine d

6 8

11/1/2018

4:37 PM

Auto

Male

Senior

South

6 9

11/1/2018

4:44 PM

Auto

Female

Adult

North

7 0

11/1/2018

4:45 PM

Yes

Male

Adult

South

on-road

7 1

11/1/2018

4:45 PM

Auto

Male

Adult

Yes

South

meet up

7 2

11/1/2018

4:45 PM

Auto

Male

Adult

Yes

South

meet up

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 85

Town of Mattapoisett

Observed Mode Bik e

Walk

4:46 PM

Auto

Female

Adult

North

11/1/2018

4:49 PM

Auto

Female

Adult

North

7 5

11/1/2018

4:52 PM

Auto

Female

Adult

North

quick stop

7 6

11/1/2018

4:52 PM

Auto

Male

Adult

North

quick stop

7 7

11/1/2018

4:54 PM

Auto

Female

Adult

Yes

North

meet up

7 8

11/1/2018

4:56 PM

Auto

Male

Adult

South

drop off

7 9

11/1/2018

4:56 PM

Auto

Male

Adult

South

drop off

8 0

11/1/2018

4:58 PM

Auto

Male

Adult

Yes

South

meet up

8 1

11/1/2018

5:04 PM

Auto

Male

Adult

Yes

North

drop off

8 2

11/1/2018

5:04 PM

Auto

Male

Adult

Yes

North

drop off

8 3

11/1/2018

5:04 PM

Auto

Male

Adult

Yes

North

drop off

8 4

11/1/2018

5:09 PM

Auto

Male

Young Adult

South

Date

Time

7 3

11/1/2018

7 4

Other

User Characteristics Gender

Age

In a Group

Direction of Travel

Notes

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 86

Town of Mattapoisett

Observed Mode No

Date

Time

8 5

11/1/2018

5:09 PM

8 6 8 7

11/1/2018 11/1/2018

5:20 PM 5:20 PM

Bik e

Walk

No No

Other

Auto Auto Auto

User Characteristics Gender

Male Female Male

Age

Adult Adult Young Adult

In a Group

No Yes Yes

Direction of Travel

Notes

North

driver's ed, meet up

South

driver's ed, meet up

8 8

11/1/2018

5:26 PM

Auto

Male

Adult

Yes

South

driver's ed, meet up

8 9

11/1/2018

5:26 PM

Auto

Female

Young Adult

Yes

South

driver's ed, meet up

South

on-road with trailer to kid's art center

9 0 9 1

11/1/2018

5:34 PM

Yes

Male

Adult

Yes

Male

Child

Yes

South

on-road with trailer to kid's art center

Undetermine d

South

Undetermine d

South

9 2

11/1/2018

5:35 PM

Auto

Undetermine d

9 3

11/1/2018

5:41 PM

Auto

Undetermine d

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 87

Town of Mattapoisett

Appendix B: Intercept Survey Instrument Location: ____________________________________ Date: ____________

Time: __________________

Current Mode: □ Bike □ Walk □ Other: ____________ Group Size: ___ Adults ___ Kids ___ Other Residency: □ Local (w/in 10 miles) □ Non-local Trail Access Point: ______________________ Trail Access Mode: □ Bike □ Walk □ Auto □ Other: ____ Trip Origin (cross-street): ________________________ Trip Turn-Around Point or Destination: _____________ Trail Frequency (typical week): □ 0 □ 1-2 □ 3-5 □ 5+

Trail-related Expenditures (est. for current trip):

Food/Beverage: $_______ Transportation: $_______ Lodging: $_______ Equipment: $_______ Other: $_______

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 88

Town of Mattapoisett

Appendix C: Raw Intercept Survey Responses Table 42: Intercept Survey Responses, Trip Characteristics

Trip Characteristics No Location

Date

Time

Rail-Trail

10/17/18

8:31 AM

Rail-Trail

10/17/18 9:00 AM

Rail-Trail

10/17/18 11:53 AM

Rail-Trail

10/17/18

12:04 PM

Rail-Trail

10/17/18 12:12 PM

Rail-Trail

10/17/18

Rail-Trail

12:31 PM

10/17/18 12:37 PM 10/17/18 12:44 PM

On Trail Mode

To Trail Mode

Group Size

Access Point

Destination/Turnaround Point

Residency Origin

Walk

Local

Sconticut Neck Rd, Fairhaven

Mattapoisett Neck Rd, Mattapoisett

Bike

Local

North St, Mattapoisett

Mattapoisett Neck Rd, Mattapoisett

Shaw Farm Trail, Mattapoisett Mattapoisett Neck Rd, Mattapoisett

Walk

Auto

Local

Brandt Island Rd, Mattapoisett

Walk

Auto

Local

Acushnet Rd, Mattapoisett

Gellette Rd, Fairhaven

Mattapoisett Neck Rd, Mattapoisett

Shaw Rd, Fairhaven

Walk

Auto

Local

Bay Club Dr, Mattapoisett

Bike

Auto

Non-local

Middleborough

Main St, Fairhaven

Mattapoisett River Bridge

Local

Holliston Ave, Portsmouth

Reservation Rd, Mattapoisett

Gellette Rd, Fairhaven

Local

Rivet St, Fairhaven

Brandt Island Rd, Mattapoisett

Reservation Rd, Mattapoisett

Walk

Auto

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 89

Town of Mattapoisett

Trip Characteristics No Location 9

Rail-Trail

Date

Time

10/17/18 12:57 PM 10/17/18 4:10 PM

On Trail Mode Bike

Walk

To Trail Mode Bike

Auto

Group Size 1

Residency Origin

Access Point

Destination/Turnaround Point

Local

Water St, Mattapoisett

Reservation Rd, Mattapoisett

Pierces Pt, Fairhaven

Local

Mattapoisett Neck Rd, Mattapoisett

Reservation Rd, Mattapoisett

Brandt Island Rd, Mattapoisett

Mattapoisett Neck Rd, Mattapoisett

Rail-Trail

10/17/18 4:19 PM

Walk

Local

Brandt Island Rd, Mattapoisett

Rail-Trail

10/17/18 4:54 PM

Walk

Local

Mattapoisett Neck Rd, Mattapoisett

Brandt Island Rd, Mattapoisett

Rail-Trail

10/17/18 4:58 PM

Walk

Local

Mattapoisett Neck Rd, Mattapoisett

Reservation Rd, Mattapoisett

Pierces Pt, Fairhaven

Rail-Trail

10/17/18 4:59 PM

Walk

Local

West Hill Rd, Mattapoisett

Mattapoisett Neck Rd, Mattapoisett

Shaw Rd, Fairhaven

Rail-Trail

10/17/18

5:01 PM

Walk

Auto

Local

Ashley Blvd, New Bedford

Arsene St, Fairhaven

Mattapoisett Neck Rd, Mattapoisett

Rail-Trail

10/17/18

5:30 PM

Bike

Local

Gellette Rd, Fairhaven

Sconticut Neck Rd, Fairhaven

Mattapoisett Neck Rd, Mattapoisett

Rail-Trail

10/17/18 5:38 PM

Walk

Local

Town Landing, Mattapoisett

Mattapoisett Neck Rd, Mattapoisett

Evergreen St, Fairhaven

Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 90

Town of Mattapoisett

Trip Characteristics On Trail Mode

To Trail Mode

Group Size

Residency Origin

10:14 AM

Walk

Local

10/20/18

10:40 AM

Skateboard Auto

10/20/18

11:18 AM

Walk

No Location

Date

Time

Rail-Trail

10/20/18

Rail-Trail

10/20/18 11:39 AM

Rail-Trail

10/20/18 12:35 PM

Rail-Trail

10/20/18

Rail-Trail

12:54 PM

10/20/18 1:03 PM 10/20/18 1:03 PM

Rail-Trail

10/20/18 1:05 PM

Rail-Trail

10/20/18

1:17 PM

Bike

Walk Bike

Access Point

Destination/Turnaround Point

Brook View St, Fairhaven

Gellette Rd, Fairhaven

Mattapoisett Neck Rd, Mattapoisett

Local

Logan St, New Bedford

Gellette Rd, Fairhaven

Mattapoisett Neck Rd, Mattapoisett

Local

Shaw's Cove Rd, Fairhaven

Mattapoisett Neck Rd, Mattapoisett

Local

Acushnet Rd, Mattapoisett

Mattapoisett Neck Rd, Mattapoisett

Sconticut Neck Rd, Fairhaven

Mattapoisett Neck Rd, Mattapoisett

Sconticut Neck Rd, Fairhaven

Bike

Local

Main St, Mattapoisett

Bike

Local

Russells Mills Rd, Dartmouth

Main St, Fairhaven

Reservation Rd, Mattapoisett

Local

Mattapoisett Neck Rd, Mattapoisett

Brandt Island Rd, Mattapoisett

Non-local

Mattapoisett Neck Rd, Mattapoisett

Brandt Island Rd, Mattapoisett

Mattapoisett Neck Rd, Mattapoisett

Gellette Rd, Fairhaven

Sconticut Neck Rd, Fairhaven

Mattapoisett Neck Rd, Mattapoisett

Walk

Bike

Local

Mattapoisett Neck Rd, Mattapoisett

Bike

Auto

Non-local

County Rd, Wareham

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Trip Characteristics No Location 28

Rail-Trail

Date

Time

10/20/18 1:27 PM

On Trail Mode Walk

To Trail Mode Walk

Group Size 1

Destination/Turnaround Point

Residency Origin

Access Point

Local

Hill St, Fairhaven

Mattapoisett Neck Rd, Mattapoisett

Undetermined

Mattapoisett Neck Rd, Mattapoisett

Brandt Island Rd, Mattapoisett

Bike

Local

Mattapoisett Neck Rd, Mattapoisett

1:41 PM

Bike

Local

Reservation Rd, Mattapoisett

Arsene St, Fairhaven

Rochester

10/20/18

1:45 PM

Bike

Local

Gellette Rd, Fairhaven

Shaw Rd, Fairhaven

Undetermined

10/20/18

1:57 PM

Walk

Local

Pierces Pt, Fairhaven

Mattapoisett Town Beach

Mattapoisett Neck Rd, Mattapoisett

Shaw Farm Trail, Mattapoisett

Rail-Trail

10/20/18 1:31 PM

Rail-Trail

10/20/18

Rail-Trail

10/20/18 4:45 PM

Bike

Local

Mattapoisett Neck Rd, Mattapoisett

Rail-Trail

10/20/18 5:03 PM

Walk

Local

Fairhaven

Brandt Island Rd, Mattapoisett

Fairhaven

Rail-Trail

10/20/18

5:36 PM

Walk

Auto

Local

Reservation Rd, Mattapoisett

Shaw Rd, Fairhaven

Park & Ride

10/28/18

10:00 AM

Walk

Local

Holly Hollow Ln, Mattapoisett

N/A

Mattapoisett

Park & Ride

10/28/18

10:34 AM

Bike

Non-local

Swansea

N/A

Mattapoisett

Park & Ride

10/28/18

10:58 AM

Walk

Local

Labaron Way

N/A

Mattapoisett

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Trip Characteristics No Location

Date

Time

On Trail Mode

To Trail Mode

Group Size

Residency Origin

Access Point

Destination/Turnaround Point

Park & Ride

10/28/18

11:50 AM

Walk

Local

Mattapoisett

N/A

Industrial Drive

Park & Ride

10/28/18

1:05 PM

Bike

Local

Fairhaven

N/A

Rochester

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Town of Mattapoisett Table 43: Intercept Survey Responses, Additional Trip Characteristics

Trip Characteristics Est. Auto Trip Distance (mi)

Trip-related Expenditures

Est. Bike/Walk Trip Distance (mi)

Avg. Trips per Week

Food/ Beverage

No Location

Date

Time

Transportation Lodging Equipment Other

Rail-Trail

10/17/18

8:31 AM

5.4

3-5

$0.00

Rail-Trail

10/17/18

9:00 AM

6.8

3-5

$0.00

Rail-Trail

10/17/18

11:53 AM

0.8

$0.00

Rail-Trail

10/17/18

12:04 PM

6.8

3.2

$0.00

$0.56

$0.00

Rail-Trail

10/17/18

12:12 PM

5.8

1.8

3-5

$0.00

Rail-Trail

10/17/18

12:31 PM

47.2

9.2

$40.00

$0.00

Rail-Trail

10/17/18

12:37 PM

51.8

4.4

3-5

$0.00

Rail-Trail

10/17/18

12:44 PM

2.6

2.2

3-5

$0.00

Rail-Trail

10/17/18

12:57 PM

8.6

1-2

$20.00

$0.00

Rail-Trail

10/17/18

4:10 PM

3.6

3.2

$10.00

$0.00

Rail-Trail

10/17/18

4:19 PM

0.8

3-5

$0.00

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Trip Characteristics

Trip-related Expenditures

Est. Auto Trip Distance (mi)

Est. Bike/Walk Trip Distance (mi)

Avg. Trips per Week

Food/ Beverage

No Location

Date

Time

Transportation Lodging Equipment Other

Rail-Trail

10/17/18

4:54 PM

0.8

$0.00

Rail-Trail

10/17/18

4:58 PM

5.4

3-5

$0.00

Rail-Trail

10/17/18

4:59 PM

4.4

$0.00

Rail-Trail

10/17/18

5:01 PM

10.2

4.8

$0.00

Rail-Trail

10/17/18

5:30 PM

5.9

3-5

$0.00

Rail-Trail

10/17/18

5:38 PM

7.6

$0.00

Rail-Trail

10/20/18

10:14 AM

3.4

$0.00

Rail-Trail

10/20/18

10:40 AM

10.2

2.6

$0.00

Rail-Trail

10/20/18

11:18 AM

2.2

$0.00

Rail-Trail

10/20/18

11:39 AM

9.4

$0.00

Rail-Trail

10/20/18

12:35 PM

8.2

3-5

$25.00

$0.00

Rail-Trail

10/20/18

12:54 PM

22.8

1-2

$0.00

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Trip Characteristics

Trip-related Expenditures

Est. Auto Trip Distance (mi)

Est. Bike/Walk Trip Distance (mi)

Avg. Trips per Week

Food/ Beverage

No Location

Date

Time

Transportation Lodging Equipment Other

Rail-Trail

10/20/18

1:03 PM

0.8

3-5

$0.00

Rail-Trail

10/20/18

1:03 PM

0.8

$0.00

Rail-Trail

10/20/18

1:05 PM

2.6

3-5

$0.00

Rail-Trail

10/20/18

1:17 PM

26.4

5.4

3-5

$30.00

$0.00

Rail-Trail

10/20/18

1:27 PM

3.6

1-2

$0.00

Rail-Trail

10/20/18

1:31 PM

0.8

$0.00

Rail-Trail

10/20/18

1:41 PM

27.6

$0.00

Rail-Trail

10/20/18

1:45 PM

4.4

3-5

$0.00

Rail-Trail

10/20/18

1:57 PM

9.4

1-2

$0.00

Rail-Trail

10/20/18

4:45 PM

1.4

$0.00

Rail-Trail

10/20/18

5:03 PM

4.4

1-2

$0.00

Rail-Trail

10/20/18

5:36 PM

0.8

$0.00

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Trip Characteristics

No Location

Date

Time

Trip-related Expenditures

Est. Auto Trip Distance (mi)

Est. Bike/Walk Trip Distance (mi)

Avg. Trips per Week

Food/ Beverage

Transportation Lodging Equipment Other

Park & Ride

10/28/18

10:00 AM

$0.00

$0.41

$0.00

Park & Ride

10/28/18

10:34 AM

1-2

$0.00

$13.70

$0.00

Park & Ride

10/28/18

10:58 AM

2.8

1-2

$0.00

Park & Ride

10/28/18

11:50 AM

4.4

$0.00

$0.27

$0.00

Park & Ride

10/28/18

1:05 PM

3-5

$10.00

$0.00

N/A

$0.00

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Appendix D: Interview Questions Interview participants were asked a series of questions about investment opportunities in industrial zoned areas featuring a new bicycle and pedestrian trail and sewer upgrades. The questions developed for the interviews are listed below. Although the questions were used to guide interviews, conversations evolved organically over the course of the discussion.

Sewer Upgrades and Development  

How would a change from a septic system to a sewer system impact your willingness to invest in a project site? Do you have examples of projects you or other businesses have benefited financially from investing in new sewers?

Trails and Development   

How do new trails impact your willingness to invest in a project site? What are the benefits and challenges of developing near trails? Do you have examples of projects where you or others have benefited financially from investing in projects with trails?

Wrap-up 

Are there others in the field whom we should talk to?

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Appendix E: Interview Responses Interviews of real estate and development professionals were conducted in October 2018. Twenty-seven firms and organizations were originally identified as potential interview candidates. The following people were interviewed:     

F. Michael Digiano, Fall River Redevelopment Authority Anthony Caner, Newmark Knight Frank Ed Starzyk, Massachusetts Economic Development and Finance Agency Eileen Lazarus, Town of Hopkinton Land Use and Town Operations Mike Fererra, City of Taunton

Interview candidates were selected based on experience in southeast Massachusetts and/or experience with industrial development. Although interview outreach focused on reaching private developers, public sector staff were contacted to increase the pool of interview responses because they were found to be more likely to participate in the interview process. Interview participants discussed site features that influence industrial site investment decisions. Sites that are considered ‘ideal’ are those that would enable a developer to make a profit as quickly as possible. These sites are development ready, fully permitted, and include all necessary utility infrastructure. The ideal site would be located near transportation networks and a nearby workforce. Some interview participants noted that location near a workforce may be a lower tier priority, depending on the property’s other qualities. Generally, interview participants discussed site characteristics in terms of upper tier and lower tier factors that influence investment decisions. These factors vary according to developer. Amenities that influence workers’ quality of life may be viewed as lower tier decision making factors, compared to the characteristics described above. However, they may gain importance in a competitive job market, since attracting and retaining employees is more difficult. In addition to investing in a particular site, interview participants discussed the idea that businesses also invest in the community in which they decide to locate. Some interview participants stressed how a community’s quality of life benefits may generally attract investment even more so than business incentives such as tax breaks.

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Lessons learned from interview participants are summarized question category.

Sewers and Industrial Development  

  

Interview participants considered sewers more attractive than trails when evaluating potential industrial site investments. Sewers are critical for any industrial development other than storage facilities. The presence of sewers will be critical for the property’s eventual owner. Therefore, a property with connections to a sewer system gives developers flexibility to market the property for a variety of uses. Developers investigate whether a property has sewers when they evaluate site characteristics such as building ceiling height, electrical capacity, trailer parking, and yard security. Other than capacity, interview participants did not mention specific criteria that they use to determine whether a site’s sewers will meet their needs (i.e., age, type). One interview participant anecdotally reiterated that local real estate agents have highlighted the importance of industrial properties with sewers. This individual explained that real estate agents may be able to provide quantitative information originally published in real estate publications

Trails and Industrial Development 



 

Interview candidates expressed differing opinions related to whether the presence of a multi-use trail would influence their likelihood of investing in an industrial site. o Some interview participants stated that they could not cite examples where trails have been viewed as value-add features to industrial projects. o Another said that although a trail would not be expected for a small to mid-size property, the presence of a trail would be viewed as a “small plus”. o On the other hand, some participants stated that they believe companies often invest in communities based on amenities such as open space. These amenities can be powerful motivators when companies weigh options of where to locate. Most interview participants said that they felt it would be unlikely that industrial workers would use an adjacent trail to commute to the workplace. o However, participants also stated that sites with trails would provide a quality of life enhancement for workers during the workday. o Interview participants also stated that a community’s recreation amenities, including trails, are important for attracting millennials to work or live nearby. Some interview participants work in communities with trails. They view these local and regional connections as attractions that will keep the community competitive, compared to other nearby communities. Interview participants discussed the following considerations when planning and designing trails near industrial areas: o Know where the trail easement is early in the development process to avoid locating truck loading docks or other potential hazards near the trail. o If planning a small trailhead with parking or other features, plan for one trailhead driveway and one business traffic driveway. o Add smaller spur trails to connect adjacent businesses to the trail. Industrial Drive Sewerage and Surface Transportation Cost-Benefit Analysis | 100

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Examples of Trails Influencing Development Work Local development professionals gave the following examples of trails that have impacted development projects in Massachusetts.  MassWorks: The State of Massachusetts’ MassWorks Infrastructure Program awarded a $2.5 million grant for an industrial company’s expansion involving Complete Streets-focused design. The project also includes a walking path around the industrial complex. The company is very enthusiastic about the project because it’s viewed as a competitive advantage compared to industrial sites that do not similar features.  Bruce Freeman Rail-Trail: Portions of the Bruce Freeman Rail-Trail opened this year. Existing businesses reoriented their storefronts to better utilize traffic on the trail. Some of these businesses also allow trail users to access their bathrooms and other amenities.  Taunton Community Survey: Participants who took the survey indicated higher interest in new parks and trails than topics such as public safety or housing. When talking to developers about potential sites, the City indicates that trails have been viewed as attractive elements of new properties.

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Appendix F: Engineering Cost Estimates Source: Town of Mattapoisett

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CORRECTION: 10% construction contingency instead of 15% (as described but not calculated)

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CORRECTION: 15% construction contingency instead of 10% (as calculated but not described below)

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