Rail-Trail Feasibility Study: Creating Vital Connections in the City

A former rail right-of-way presents, in a single parcel of land, a unique opportunity to the City of Chicopee. It is a chance to connect underserved populations to amenities, create green space connections, and increase physical activity by converting the right-of-way to a rail-trail.

Chicopee residents recognize the importance of active transport, and a number of them have said they would like to see a safe off-road trail. In the past century Chicopee has been built around the car, while a rail-trail would be a step towards more human-scale infrastructure.

The Chicopee Department of Planning and Development hired a Conway School student team to determine whether a rail-trail along this rightof-way would benefit Chicopee residents, conduct an ecological analysis of the right-of-way, and provide potential solutions to connect a rail-trail to a larger network of active transport infrastructure in Chicopee and surrounding cities.

Through these analyses, this report lays a foundation that, with more detailed site analysis, could lead to the development of a needed piece of active transport infrastructure in Chicopee.

RAIL-TRAIL

FEASIBILITY STUDY Creating Vital Connections in the City Prepared for the City of Chicopee, Massachusetts Winter 2020

Eli Bloch, Ellen Huffman, & Caleb P. Nusbaum

EXECUTIVE SUMMARY INTRODUCTION

RAIL-TRAIL FEASIBILITY PLAN CONTENTS

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Client Goals: Creating a Network The Right-of-Way Existing Plans

HISTORY

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Indigenous History Formation of a City Manufacturing Industry Twentieth Century Highways

ANALYSIS - CITYWIDE

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Social Conditions Movement Barriers Green Space Zoning & Land Use City Circulation Getting to School Buying Food ROW Distance to Neighborhoods Connection to Manufacturing Ecological Analysis

LAND USE ALONG ROW

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Starting at the Trailhead Land Use—Agricultural Land Use—Residential Land Use—Commercial Land Use—Industrial

QUEQUECHAN RAIL TRAIL

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SOLUTIONS FOR WILLIMANSETT

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INTERSECTIONS INVENTORY Crossing Granby Road Crossing Memorial Drive

Crossing Rail Line Imrproving Bicycle Infrastructure

COMMUNITY INPUT

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Library Tabling Survey Results

CONCLUSION

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APPENDICES

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A - GIS Data Sources B - Full Online Survey

BIBLIOGRAPHY

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EXECUTIVE SUMMARY

Photo: A section of railway in the ROW still visible.

PROJECT GOALS 1.

2.

3.

4.

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Evaluate the feasibility of converting the ROW into a shared-use rail-trail.

Evaluate options for connecting the rail-trail to the Connecticut RiverWalk & BikeWay and the new Post 9-11 Veterans Memorial Dog Park.

Evaluate the landscape and land use immediately around the ROW to identify potential challenges to creating and maintaining a rail-trail in this location, and identify potential benefits to doing so.

Conduct an ecological analysis of the ROW to determine potential environmental impacts and opportunities for increasing wildlife habitat.

CHICOPEE RAIL TRAIL FEASIBILITY PLAN

EXECUTIVE SUMMARY

The City of Chicopee is exploring options to increase active transportation infrastructure to provide better access to amenities for residents who do not own personal vehicles. The City’s Department of Planning and Development asked the Conway School to study the potential conversion of a 2.5-mile-long railroad rightof-way (ROW) into a shared-use rail-trail. The ROW starts at an active rail line that separates the neighborhoods of Aldenville and Willimansett and ends at Airpark West, an industrial park near Westover Air Reserve Base.

Westover Air Reserve Base was built during World War II and downsized in 1974.

The Westover Metropolitan Development Corporation (WMDC) was formed to redistribute the base’s land to civilian use. WMDC owns the former rail ROW that once serviced the base. The City of Chicopee is considering purchasing the ROW for conversion to a multi-use rail-trail. This presents a rare opportunity for the city to acquire a parcel of this length. If the City does not buy the ROW by the end of 2020, it may be divided and transferred to neighboring property owners. As of this writing, there are no other parcels of this size that the City could acquire in the future.

During winter 2020, students from the Conway School analyzed existing conditions of the ROW and its surrounding area, assessed the potential benefits of a rail-trail on the ROW, and developed recommendations for connecting such a trail to a larger multi-use network. Community input, GIS analysis, and on-the-ground observations of the ROW informed this work. Analysis suggests that the ROW is suitable for conversion to a rail-trail. This report includes suggestions for creating a positive trail user experience and minimizing the potential ecological impact of the trail.

Infrastructure outside of the ROW that would create connectivity to the trail and important amenities was also considered. Creating connectivity to the ROW through safe bicycle and pedestrian infrastructure will better serve trail users and potentially reduce emissions by keeping more cars off the road.

Willimansett is cut off from the rest of Chicopee by landscape and infrastructure conditions, and its residents have difficulty accessing other parts of the city without a car. A rail-trail along this ROW would connect underserved communities in Willimansett, as well as those in Aldenville and Westover, with grocery stores, job centers, and schools. Expanding active transport infrastructure is also an important tool for cities in mitigating climate change.

Community input suggests that a rail-trail along this ROW would be well-received in Chicopee. Such a rail-trail could have public health benefits: reducing vehicle emissions, encouraging exercise, and increasing access to green space. Combined with increased access to amenities, these are ample reasons for the City of Chicopee to acquire this ROW and convert it to a rail-trail.

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INTRODUCTION

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INTRODUCING THE RIGHT-OF-WAY The City of Chicopee, under the guidance of Lee Pouliot (Director of Planning) and Shelly Santerre (GIS Coordinator), is evaluating the feasibility of converting a discontinued rail right-of-way (ROW) into a rail-trail for pedestrians and cyclists. This report, completed by a team of graduate students at the Conway School, explores the feasibility of this conversion given the physical aspects of the ROW and the social benefits of a rail-trail in this location.

CITY OF CHICOPEE'S GOALS: CREATING A NETWORK Chicopee’s transportation infrastructure is car-centric and does not include a network of interconnected pedestrian and bicycle infrastructure; this makes it difficult for individuals to easily traverse the city without the use of a personal vehicle. The City is exploring ways to increase active transportation infrastructure by creating a network of sidewalks, bike lanes, and shared-use paths throughout Chicopee. There is currently one quarter-mile-long shared-use path along a section of the Chicopee River near City Hall. Additionally, there is a range of concepts, in various stages of development, that if implemented would create a bicycling loop around the city. This includes shared-use paths along the Connecticut and Chicopee Rivers, bicycle lanes along major roads, and finally the ROW that is the focus of this study. This intra-city network could eventually add to a larger regional network by connecting to other multi-use trails in neighboring cities and towns.

THE RIGHT-OF-WAY A rail spur running from Chicopee’s main rail line serviced the Westover Air Reserve Base (WARB) by transporting military supplies during World War II. After the war ended, the base was used as an Air Force training ground and supply depot. It was downsized by the Nixon administration in 1974, and the rail line was decommissioned soon after. The railroad ties were removed recently as part of a statewide Iron Horse Conservancy grant to convert rail-lines into trails. The Westover Metropolitan Development Corporation (WMDC) was formed in 1974 to convert WARB land to public and private use.

Today, the base is Chicopee’s largest landscape feature by land area (approximately one-eighth of the city’s total). It is used for military and civilian purposes including commercial flights, and part of it was converted to Airpark West, an industrial park that provides employment for many Chicopee residents. A rail-trail would convert the rail bed of the decommissioned rail right-of-way into a shared-use path that would directly connect neighborhoods along the ROW to Airpark West. If Airpark West employees live in these neighborhoods, the ROW would provide them with a new route for walking or bicycling to work. WMDC owns the entire 2.5-mile-long ROW containing the former rail spur. This presents the City of Chicopee

with a unique opportunity to purchase the entire length of the ROW from one owner instead of negotiating with multiple owners to purchase several different parcels, or negotiating easements on those parcels, in order to establish a rail trail. If the City does not purchase the ROW by the end of 2020, it may be separated into smaller parcels and transferred to adjacent property owners.

EXISTING PLANS Chicopee and neighboring cities are developing plans to increase the amount of bicycle infrastructure within and between each city. The ROW at the center of this study would primarily focus on augmenting bikeability within Chicopee, but it may in the future connect to the larger regional network if and when more bike lanes are installed throughout the city. A rail-trail would run near the northern end of the Connecticut RiverWalk & Bikeway (a shared-use path to be built in 2020) and intersect the midpoint of Memorial Drive. Analyses of these intersections are included in the intersection inventory. There are numerous plans under development, in Chicopee and in the greater region, to improve pedestrian and bicyclist infrastructure: Connecticut RiverWalk & BikeWay The Chicopee segment of the Connecticut RiverWalk & Bikeway along the will be constructed in autumn 2020 (Chicopee Planning Dept.). It will terminate at Nash Field at the northern end and Medina Street on the southern end. In the future it may connect to the segment of the Connecticut RiverWalk & Bikeway in Springfield.

The western end of the ROW begins 1.94 miles by roads (0.7 miles as the crow flies) from this segment, but this distance could be shortened with new rail-crossings.

Chicopee Canal & RiverWalk The Chicopee Canal & RiverWalk is still in the design phase and will likely be built within the next several years (Chicopee Planning Department). The western end of this trail will continue from the existing trail segment by City Hall, and the trail will terminate at River Mills Drive just off of Main Street.

Memorial Drive A 2016 review of Memorial Drive’s suitability for bicycle lanes (Carlisle et al.) revealed that the 98-foot-wide City right-of-way enveloping Memorial Drive is large enough to accommodate the installation of bicycle lanes without reducing the number of car lanes. These bicycle lanes could also connect the Chicopee Canal &RiverWalk to a rail-trail along the ROW. Regional Trail Plans Outside of Chicopee, several other cities and towns in the Pioneer Valley are developing plans to expand their shared-use path infrastructure. The Pioneer Valley Planning Commission has compiled a list of parcels that are feasible for shared-use path installations. These include parcels in the neighboring communities of Holyoke, South Hadley, and Springfield.

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HISTORY

CHICOPEE'S HISTORY

The following is a review of the history of Chicopee’s layout and transportation infrastructure. This section addresses the context of the benefits of a railtrail by attempting to answer the questions: • How did Chicopee’s infrastructure become car-centric?

• How did Chicopee’s neighborhoods become isolated from each other?

FORMATION OF A CITY

Photo: Nipmuc tribal members at a ceremonial gathering. Trafecante Photography & Design

INDIGENOUS HISTORY Although today Chicopee’s motto is the “The Crossroads of New England,” Indigenous history of the region reveals that it was a crossroads even before there were roads. Many New England Indigenous groups were led to the area by following the Connecticut River from the north and south. It was a major site of intertribal cultural exchange (Sinton 2018). Archaeological evidence shows Indigenous life in the area as early as 600 AD. This is based on artifacts such as pottery and stone tools recovered from the Indian Crossing site on an island in the Chicopee River, rediscovered in 1975 during the construction of Interstate-391 through Chicopee (Jones et al. 2011).

More permanent settlements were introduced with European colonization in the 1600s. In 1636, the English settler William Pynchon purchased land to the south of the Chicopee River from the Indigenous Pequots, and the town of Springfield was established. Settlers expanded to the north, founding three villages along the Chicopee River: Cabotville (later Chicopee Center), Willimansett, and Chicopee Falls. At first these villages were part of Springfield, collectively called North Springfield. As they grew in population, they gradually grew into each other, and the residents decided to form their own town, calling it Chicopee. Chicopee was incorporated in 1750, and removed from Springfield’s municipal jurisdiction in 1848. This development history has resulted in Chicopee’s unusual structure today: instead of having one strong urban core radiating outwards, Chicopee has several “downtown” areas.

MANUFACTURING INDUSTRY Chicopee began building its manufacturing industry in the early 1800s with textile production and later firearms, brass and iron, automobiles, and bicycles. In fact, the Overman Wheel Company’s plant in Chicopee Falls was once called “the most complete bicycle plant in the United States” (Davies 1897) as nearly all parts of its Victor bicycles were manufactured there. Today, Chicopee’s manufacturing sector produces a variety of household and recreational goods ranging from Chemex coffee makers to Callaway golf balls.

Several tribes passed through the Chicopee River area over hundreds of years, but the Nipmuc Tribe, a subgroup of the Algonquins of central Massachusetts, has lived there for a longer period. It is likely that they made seasonal camps on the banks of the Chicopee River, and some families may have lived there year-round (Jones et al. 2011).

The Chicopee River and falls were an important fishing ground for the Nipmucs before European contact. The Nipmucs have a strong cultural association with inland waterways and the name Nipmuc translates to “fresh water people” (Speck 1943). There is debate over what the Algonquin word “Chicopee” means, but it likely refers to the rushing waters of the Chicopee River, and may also refer to a place containing birch trees (Jendrysik 2019).

Photo: Workers building bicycles in the Overman Wheel Company factory.

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TWENTIETH-CENTURY HIGHWAYS Chicopee experienced a major shift towards automobile infrastructure in the mid-twentieth century, especially after the Federal Highway Act of 1956. Interstate highways 90 (the Massachusetts Turnpike) and 91 crossed in Chicopee, and several more were built later. Additionally, Route 33 (now Memorial Drive) was expanded into a highway during this period. In response to this expansion, new businesses emerged along Route 33, including supermarkets and grocery stores (Kobierski, pers. comm.). Memorial Drive remains Chicopee’s main commercial corridor today. These highways were meant to connect Chicopee to the larger region (Grieg 1981), but for some residents on the ground it had the opposite effect. Highway infrastructure disrupted neighborhoods and cut them off from one another. For example, Willimansett, already separated from the rest of Chicopee by a rail line, was further isolated by Interstate 391. For some residents, highway construction so disrupted their lives that they moved out of Chicopee (Gallaro 1982). Today, residents in several neighborhoods of Chicopee without access to a car remain isolated from the rest of the city, including amenities in the Memorial Drive commercial corridor, due to a variety of public and active transportation constraints analyzed in the next chapter.

RECOMMENDATION Historical Signs Trail-users can travel through Chicopee's history by stopping to read signs as they move along the path.

The signs could start with Indigenous history, then move through the formation of Chicopee, Chicopee’s manufacturing history (especially that of bicycles), and the military history of the rail trail itself.

The Three Rivers Heritage Trail in Pittsburgh, Pennsylvania uses signs to showcase local history, including this bicycle-related example.

The Columbia Greenway Rail-Trail in Westfield, Massachusetts, has placed several historical signs to make the trail a iving museum.

News clipping: Neighborhoods were segmented by highways constructed in the 1950s.

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ANALYSIS

SOCIAL CONDITIONS

TERMINOLOGY Right-of-Way (ROW)

This section covers analysis of the existing conditions in Chicopee and of the ROW, guided by the goal of assessing the area for rail-trail feasibility. The two primary questions these analyses attempt to answer are: • •

1. Would a rail-trail installed within the ROW be a benefit to the Chicopee community?

2. Are the physical conditions of the ROW appropriate for rail-trail development?

Analyses, conducted using GIS data and on-the-ground observations, are divided into two parts: first citywide analyses of Chicopee, then analyses focusing on the area immediately around the ROW.

A right-of-way (ROW) is "the legal right, established by usage or grant, to pass along a specific route through grounds or property belonging to another" or "a path or thoroughfare subject to such a right" (New Oxford American Dictionary). A railway is physical infrastructure built inside the spatial extent of a legal right-of-way. In this case, WMDC outright owns the ROW.

CHICOPEE NEIGHBORHOODS

FAIRVIEW

WARB

Active Transport WILLIMANSETT ALDENVILLE

WESTOVER

BURNETT ROAD

CHICOPEE FALLS SANDY HILL

CHICOPEE CENTER

Each dot on this map represents 50 people. The most populous neighborhoods are Willimansett, Chicopee Falls, and Chicopee Center.

Chicopee has a population of 54,563 as of the 2010 Census. The vast majority of the population lives in the neighborhoods of Fairview, Willimansett, Chicopee Center, and Chicopee Falls. The eastern portion of the city is more sparsely populated. The ROW is near the densely populated neighborhoods of Willimansett and Fairview, and transects neighborhoods with moderate population density (Aldenville and Westover).

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Methods of transport that use only human energy to move people and goods. This includes walking, running, bicycling, roller blading, etc.

Synonymous with non-motorized transport: the typical range of transport allowed on rail-trails, with exceptions for motorized mobility devices like electric wheelchairs and sometimes for electric-assist bicycles (E-bikes) (Rails to Trails Conservancy).

WORKERS IN THE PRODUCTION SECTOR 6.2% of male Chicopee residents and 2.3% of female Chicopee residents work in the production sector (Census Reporter). Those who work in the production sector are most highly concentrated in the Willimansett neighborhood. It is likely that many of these residents work in Airpark West. A rail-trail along the ROW would provide these residents with a commuting option that is healthier and less expensive than driving to work. Additionally, it may allow more residents in neighborhoods near the ROW who could not otherwise access Airpark West without a car to join the workforce there.

WARB

FAIRVIEW

AIRPARK WEST

WILLIMANSETT

ALDENVILLE

WESTOVER BURNETT ROAD

SANDY HILL

CHICOPEE FALLS

CHICOPEE CENTER

HOUSEHOLDS WITHOUT A CAR Despite Chicopee’s car-centric infrastructure, ten percent of Chicopee’s households do not own a car (American FactFinder). The Willimansett neighborhood is an area of relatively low car ownership, though the lowest rate of car ownership is in Aldenville. A rail-trail along the ROW could increase intra-city mobility for residents of Willimansett and Aldenville who do not own cars through active transport. Neighborhoods that have lower rates of car ownership are also correlated with higher rates of workers in the production sector. This indicates that there may be significant numbers of people who work in Airpark West but do not have a car, and may need to walk or bike to work; however, this assumes that those working in the production sector work in Airpark West, which may not be the case.

FAIRVIEW

ALDENVILLE

WARB

WESTOVER

WILLIMANSETT

BURNETT ROAD

SANDY HILL

CHICOPEE FALLS

CHICOPEE CENTER

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ANALYSIS

FAIRVIEW

WILLIMANSETT

ALDENVILLE

SANDY HILL

WARB

WESTOVER BURNETT ROAD

CHICOPEE FALLS

CHICOPEE CENTER

FAIRVIEW

WARB

Map top left Median Income Levels ALDENVILLE

WESTOVER

BURNETT ROAD

WILLIMANSETT

Renting vs Owning

SANDY HILL CHICOPEE FALLS

CHICOPEE CENTER

Map bottom left

Map top right Environmental Justice Map bottom right Racial Dot Map

MEDIAN INCOME LEVELS The ROW passes through neighborhoods with moderate to high median household incomes. It is also within half a mile of areas in Willimansett and Aldenville that have among the lowest median household incomes in Chicopee. Many of the lowest-income neighborhoods are also those with lower rates of car ownership. Active transportation infrastructure is well-suited to serve lower-income communities as it supports walking and cycling, which are much less costly means of transportation compared with personal car ownership.

RENTING VS. OWNING In general, rented units are more common than owned units in western Chicopee. Some areas within these neighborhoods are majorityrented—residents who rent outnumber those who own in the Willimansett and Chicopee Center neighborhoods. These neighborhoods also tend to have high population density and lower income levels. The ROW transects neighborhoods where about half of residential units are rented, but is adjacent to neighborhoods with both high and low rates of renters. Alternative transportation options could be critical for renters who are more likely to have tenuous financial situations, and have less reliable access to a car.

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FAIRVIEW

WILLIMANSETT

ALDENVILLE

WARB

WESTOVER BURNETT ROAD

SANDY HILL

CHICOPEE FALLS

CHICOPEE CENTER

ENVIRONMENTAL JUSTICE COMMUNITIES The Commonwealth of Massachusetts defines Environmental Justice communities (EJC) as census block groups meeting at least one of the following conditions: • Median income is below 65% of the statewide median income (median income is $62,072 as of 2010).

• At least 25% of the population is non-white.

• At least 25% of households have no members over the age of 14 who are proficient in English.

Environmental Justice communities tend to have the least sway in policy development or advocacy, are most at risk from environmental hazards, and have the least access to green space. These are historical macro patterns and may not necessarily apply in Chicopee, but the City should ensure that these communities have equal access to green space and active-transport infrastructure. Chicopee has several census blocks that qualify as EJC, including most of the Willimansett neighborhood. All of Chicopee’s EJCs meet the median income criterion, and some of them additionally meet the percent minority population criterion. These correspond to the higher concentrations of Black and Hispanic residents seen on the inset racial dot map (above). One of Chicopee’s EJCs meets the non-English-proficiency criterion. The presence of this EJC indicates that informational materials about a future rail-trail, if built, should be produced in languages in addition to English. A rail-trail within this ROW would support Environmental Justice communities in Chicopee by connecting them with outdoor recreation opportunities and access to vital amenities and job centers via active transportation.

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ANALYSIS

MOVEMENT BARRIERS

TRANSPORTATION INFRASTRUCTURE IMPEDES MOVEMENT Chicopee is home to multiple interstates, state routes, an airport, and a railroad. Ironically, this transportation infrastructure is a significant hindrance to movement within Chicopee. Two of the largest interstate highways, 90 and 391, transect Chicopee with limited crossings for automobiles and even fewer crossings that are safe for cyclists or pedestrians. Chicopee is also home to state routes 116, 141, and 33. WARB is another barrier: used for both military and private aircrafts, it is not passable by car, bicycle, or foot. A rail-line carrying both freight and passengers runs parallel to I-391, creating another barrier. In addition to this man-made infrastructure, the Connecticut and Chicopee Rivers are naturally occuring barriers to movement.

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A NEIGHBORHOOD BOXED IN Willimansett is undoubtedly the neighborhood most impeded by physical barriers. The Connecticut River serves as its western border. The MassPike serves as its de facto southern border.

The active rail-line and I-391 run along the eastern edge of the Willimansett neighborhood, creating a barrier between it and the rest of Chicopee.

ACCESSING THE ROW FROM WILLIMANSETT The active rail-line has ten official rail crossings, two of which are Interstates 90 and 391. Willimansett has only four non-interstate crossings for about three miles of rail-line. There are areas where the rail is at or near grade, and easy to cross, but this is both dangerous and illegal (Massachussetts General Law).

The ROW, if turned into a mixed-use rail-trail, would create an active transport connection from the Willimansett neighborhood to the rest of Chicopee. However, for Willimansett residents, it is still on the wrong side of the tracks.

Currently there are two rail-line crossings that could provide legal ways to access the ROW from Willimansett (see aerial photograph below). Grattan Street (State Route 141) connects to Dale Street, which intersects the ROW. Before reaching Dale Street, Grattan Street intersects on-ramps and off-ramps to I-391.

This may be hazardous for cyclists as cars may drive faster than they would on local routes and not expect to see cyclists. Grattan Street has little to no shoulder in most places, and a sidewalk on only the northern side, making it dangerous for biking.

The other crossing is Prospect Street which travels below the rail-line near the very northern tip of Willimansett. This route is indirect and involves going through the intersection of Chicopee Street and Erline/Prospect Street, which has been, and likely still is, one of the 100 most crash-prone intersections in the Pioneer Valley (Pioneer Valley Planning Commision).

With inconvenient and dangerous options to access the ROW, residents of Willimansett may choose to cross the rail-line at unofficial crossings, or decide to not use the ROW altogether. Improving cycling safety along Grattan, Dale, Chicopee, and Prospect Streets should be a priority for the City. Creating a new official railline crossing at Bolduc Lane could be even more effective. This would reduce the travel distance to the ROW from most of Willimansett by 0.36 miles compared to the Prospect Street crossing. It would also make the route safer, eliminating the need to travel through a dangerous intersection.

NASH FIELD

Map left: Two possible routes to the ROW (Red) from Nash Field which is the end of the Connecticut RiverWalk and Bikeway.

The route via Grattan Street (yellow) leads to the intersection of the ROW and Dale Street after passing ramps to 391. The route via Prospect Street (purple) requires traveling north past the ROW before crossing the rail-line. A potential new rail crossing is shown in yellow.

Map right: The Intersection of Chicopee, Prospect, and Erline Streets. This intersection was one of the 100 most crash-prone in the Pioneer Valley. A likely cyclist route is shown in orange.

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ANALYSIS

GREEN SPACE Green space is a term often used in an urban context, referring to parks, fields, and natural ecosystems within or near heavily developed landscapes (World Health Organization). As a public place where people can walk, exercise, relax, and take in the outdoors, a rail-trail can serve many of the same functions as these other types of green space, in a linear format.

PRESTON FIELD

NASH PARK

WESTOVER INDUSTRIAL GATE PARK

RIVERS PARK

RAY ASH PARK CHICOPEE MEMORIAL STATE PARK

PARK CONNECTIVITY The ROW is less than a half-mile walking distance from Chicopee Comprehensive High School and Westover Industrial Gate Park. It is within a mile walking or bicycling distance from Aldenville Commons, Vietnam Veterans Park, and Rivers Park.

Hypothetically, the distance to the latter two could be reduced by one-third of a mile with a new train crossing.

PARK ACCESS A rail-trail can serve many of the same functions as a park; it is a place for people to get outside, go for a walk, walk a dog, jog, or sit in the shade. The ROW goes through neighborhoods that are near several parks, namely Chicopee Comprehensive High School, Bellamy School Field, and the soon to be built Post9/11 Veterans Memorial Dog Park. A travel distance analysis shows most residents of Aldenville live between a quarter of a mile and a mile to a park, with no one living over a mile away from a park.

If the rail-trail were to be built, however, the number of residents living over half of a mile from a park would shrink dramatically, and there would be a large increase in the number of people living within a quarter mile of a park.

These analyses include school fields which are managed by the Chicopee Parks Department and are considered city parks.

However, they may not always serve the needs of residents who live near them since they are frequently occupied for school activities or athletic events. If these fields are removed from the analyses it becomes clear that many Aldenville residents live over half of a mile or a mile away from a park.

Neighborhoods that are half a mile or over a mile away from a park would be much closer to one with the creation of a rail-trail, giving residents from these neighborhoods access to recreational space within walking distance of their home.

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Map: Current distance from parks (not including schools).

STREIBER SCHOOL FIELD

PRESTON FIELD BELLAMY SCHOOL FIELD

NASH PARK

WESTOVER INDUSTRIAL GATE PARK

RIVERS PARK

CHICOPEE COMP. & LAMBERT-LAVOIE

RAY ASH PARK STEFANIK SCHOOL FIELD

Map: Current distance from parks (including schools).

CHICOPEE MEMORIAL STATE PARK

PRESTON FIELD

NASH PARK

RECOMMENDATION WESTOVER INDUSTRIAL GATE PARK

RIVERS PARK

Utilize the Greening the Gateways Program to Green the ROW Much of the ROW has sparse or no tree cover. It is also possible that the construction of a bike path could damage existing trees, further reducing tree cover.

RAY ASH PARK CHICOPEE MEMORIAL STATE PARK

Map: Distance from parks with ROW (not including schools).

STREIBER SCHOOL FIELD

PRESTON FIELD BELLAMY BELLAMYSCHOOL SCHOOLFIELD FIELD

NASH PARK

RIVERS PARK

WESTOVER INDUSTRIAL GATE PARK

CHICOPEE COMP. & LAMBERT-LAVOIE

RAY ASH PARK STEFANIK SCHOOL FIELD

CHICOPEE MEMORIAL STATE PARK

Planting trees along the ROW would improve the experience of using it. Trees can reduce the effects of cold winter winds and cool the ROW in the summer heat. Trees cool their environment by casting shade and through the act of transpiration.

A single tree can have the cooling effect of 10 air conditioners operating 20 hours a day (Greening the Gateways). This would benefit trail users and adjacent residents.

Chicopee is already a part of the Greening the Gateways Program, which has a goal of planting 2,400 trees in Willimansett. This program, if expanded to the ROW, would be a great benefit in creating a comfortable trail.

Map: Distance from parks with ROW (including schools).

TREE COVER While Chicopee has an abundance of parks, there is a lack of parks with significant tree cover, as shown on the map of tree cover in Chicopee.

Urban tree cover has been shown to provide a mental health benefit to the public (World Health Organization). Additionally, public shady places provide outdoor comfort for humans and wildlife. These important resources will become more significant as the climate warms and days of extreme heat become more frequent (Climate Central). The wooded western portion of the ROW provides that service today. The entire ROW could become a more robust shade corridor that provides a cooler alternative for recreation if more trees are planted along the ROW, especially in areas with fewer trees.

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ANALYSIS

ZONING & LAND USE Is there anywhere else a rail-trail could go?

Chicopee is densely settled and an analysis of the City's zoning and land use reveals there are no other linear parcels owned by a single entity that can be converted into a rail-trail.

ZONING Residential zoning is by far the most prevalent zoning category in the city. Most of that is Residential A (single family). There are also large tracts of the city zoned for industrial use and relatively little zoned for commercial use, most of which is clustered along Memorial Drive.

Most of the ROW transects districts zoned Residential A. The ROW also transects or abuts smaller patches of Residential C (multi-family), Residential D (mobile homes), Business, and Industrial Districts. The dominance of single-family zoning around the ROW means there may not be much opportunity for increased density of housing or business along the ROW. The Chicopee Planning Department is in the process of creating a city-wide comprehensive plan with the intention of advancing zoning updates and rezoning city-wide upon adoption of the comprehensive plan, which could include changes to land use and development density allowed in these areas. These potential changes may not affect the feasibility of developing a rail-trail on the ROW, but they may affect the types of amenities that are accessible from the ROW.

Map: Zoning; ROW is added in yellow and does not appear in legend.

EASEMENTS & CITY-OWNED PARCELS Utility easements, such as those for underground pipes and aboveground wires, have been used to create trail routes across the U.S. While there are a fair number of easements and Cityowned parcels in Chicopee, few of them are linear and cover a long cross-city distance. The two parcels that do fit these criteria have been identified as the planned mixed-use trail segments of the Connecticut RiverWalk & BikeWay and the Chicopee Canal & RiverWalk. No utility easement or City-owned parcel currently connects the Willimansett neighborhood to Memorial Drive or Airpark West. If the ROW were not available, creating this connection would require linking easements and/or Cityowned parcels through privately owned land. This would require the cooperation of multiple landowners and a time-consuming planning process. While some street rights-of-way in the city might accommodate the installation of a shared-use path, the WMDC ROW presents a unique opportunity for an off-road, crosscity pedestrian and bicycle connection.

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Map: The ROW is the only complete linear parcel stretching from east to west in Chicopee.

WARB

Map: Land in Chicopee is largely used for residences. The ROW passes through a variety of uses including open space, agricultural, commercial, industrial, and residential.

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ANALYSIS

Only 4% of Chicopee residents commute by means other than an automobile.

Infographic: Created by the City of Chicopee Planning Department.

CAR USE Chicopee residents rely heavily on cars to commute to work. The 2018 American Community Survey showed that 87.3% of Chicopee residents drove alone to work compared to 70.2% in the Commonwealth of Massachusetts (ACS 2018 5 year estimates). Chicopee residents spend much less time commuting than most people in Massachusetts (only 18.8 minutes on average compared to the statewide average of 29.7). Only 4% of Chicopee residents commute by means other than an automobile. Providing an active-transport connection to important areas of the city through the creation of a rail-trail could allow Chicopee residents to access jobs and necessary amenities without driving. This could lower the rate of automobile commutes, which would in turn decrease emissions and improve public health.

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CITY CIRCULATION How do Chicopee residents get around?

BUS ROUTES Chicopee has several bus routes running north-south that connect it to Holyoke and Springfield. However, Chicopee has no bus routes running east-west across the length of the city.

This might be a factor in residents’ decisions to commute to work via car instead of public transit. A bus route ran between the Willimansett neighborhood and Airpark West, but this was recently cancelled. Some Chicopee residents who relied on public transit to commute to work in Airpark West lost their jobs as a result (Pouliot, pers. comm.).

HOLYOKE COMM. COLLEGE WARB

AIRPARK WEST

DOWNTOWN CHICOPEE

DOWNTOWN SPRINGFIELD

SPRINGFIELD PLAZA

SPRINGFIELD COLLEGE

FOREST PARK

SIDEWALKS Chicopee does not have an extensive sidewalk network.

Sidewalks are concentrated in the downtowns of Chicopee Center, Chicopee Falls, and Willimansett, while much of the city lacks sidewalks altogether. The ROW is located in an area with very few sidewalks, including in some neighborhoods that are fairly densely populated. A shared-use path within the ROW would create the only long, continuous east-west walking path in the area, allowing residents to safely walk for pleaseure or to amenities and workplaces along or near the ROW.

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ANALYSIS

GETTING TO SCHOOL

RECOMMENDATION Incorporate educational opportunities along the rail-trail.

Signs installed along the ROW explaining the history of the landscape would create opportunities for field trips. Students could also access handson outdoor learning related to local ecology.

CHICOPEE COMPREHENSIVE HIGH & LAMBERT LAVOIE ELEMENTARY

Classes from Lambert-Lavoie Elementary and Chicopee Comprehensive High School would be able to walk to the trail. Vehicles from farther schools could potentially park at the Post-9/11 Veterans Memorial Dog Park, and then enter the trail from the east trailhead.

Map: Schools near the ROW.

There are two schools within a half mile of the ROW: Chicopee Comprehensive High School and Lambert-Lavoie Elementary, which serve about 1,200 and 300 students respectively (DOE profiles). Dale and Montgomery Streets intersect the ROW near the schools. Each street has a sidewalk on its western side and neither have bicycle lanes.

Creating a shared-use trail along the ROW would allow students who live near the trail to walk or bicycle to school safely. Creating this safe route to school may also lift a burden from some parents who would no longer feel the need to drive their children to school. This would incorporate exercise into the daily routine of students, thereby improving their physical and mental health.

It could also potentially improve students' academic performance. One study of twenty schoolchildren found an increased accuracy in answering test questions in reading, spelling, and math after the children walked on a treadmill for twenty minutes. The same students also demonstrated improved reading comprehension and were able to complete learning tasks more quickly (Hillman et al 2009).

The Kickapoo Rail Trail in Urbana, Illinois, offers an example of rail-trail use in school field trips. In a field trip offered in 2018, high school and college students in historical garb guided younger students through the history of the trail, from its past as a freight line and public transit line to its current use (Champaign County Forest Preserve District).

Creating a safe route to school would also help students develop soft skills such as learning to bike responsibly and to commute independently from a young age.

Finally, the ROW would be a resource for these two schools, and could be used in a diversity of ways. For example, classes could walk to the woods along the western portion of the ROW to engage in place-based learning activities, or high school athletic teams could use the ROW to facilitate group exercise routines and practices.

Photo: Children bike to school using a rail-trail.

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BUYING FOOD

FAIRVIEW

WARB

WESTOVER

WILLIMANSETT

BIG Y & STOP & SHOP ALDENVILLE

SANDY HILL

WALMART & ALDI

BURNETT ROAD

CHICOPEE FALLS

CHICOPEE CENTER

Map: Several major grocery stores are clustered around Memorial Drive with few options in other locations.

All of the major grocery stores in Chicopee are located in a cluster along the southern section of Memorial Drive. Accessing these grocery stores is particularly challenging for residents of the Willimansett neighborhood, many of whom buy food at gas stations and convenience stores in the absence of larger stores (Pouliot, pers. comm.). While grocery stores are the most difficult for the residents of Willimansett to access, they are also hard to get to for anyone who lacks a car.

A rail-trail along the ROW would intersect with Memorial Drive about a quarter-mile from these major grocery stores. It would also lead directly to the McKinstry Farm Market, which has a variety of in-season produce when available. If bicycle infrastructure is not added along Memorial Drive, cyclists would have to bicycle on the sidewalk to safely reach Big Y and Stop & Shop from where the ROW intersects Memorial Drive. Additionally, cyclists would not be able to get to Wal-Mart or Aldi without bicycling along the road shoulder, which is dangerous for the cyclist, or the sidewalk, which is dangerous for pedestrians. Adding bicycle lanes to Memorial Drive and a sidewalk to the western side of the road would make bicycling to and from the grocery store safer.

Improving walkability and bikeability along Memorial Drive is a priority for the Department of Planning & Development and the subject of a recent report by UMASS students (Anyzeski et al, Pouliot).

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ANALYSIS

ROW DISTANCE TO NEIGHBORHOODS

ROW PROXIMITY TO WELL-POPULATED AREAS The ROW is nearest to the moderately dense neighborhoods of Aldenville and Westover. The northern portion of Willimansett, which is one of the most densely populated parts of Chicopee, is also less than a mile from the ROW. Most of Willimansett is over a mile away from the ROW, which may deter residents from regularly using a rail-trail along the ROW. Creating a new rail-crossing at Bolduc Lane would make the ROW more accessible for residents of Willimansett, especially for those living south of Bolduc Lane.

Chicopee Center and Chicopee Falls are also densely populated, but these neighborhoods are over two miles away from the ROW. Therefore, it is unlikely that residents of these neighborhoods would use a rail-trail along ROW for commuting or other daily activities.

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CONNECTING TO MANUFACTURING The ROW leads directly to Airpark West, one of the industrial parks around Westover Air Reserve. Airpark West is home to 29 manufacturing facilities, including Medtronics and U.S. Tsubaki, which employ 300 and 359 people respectively.

The ROW also passes through areas where a high percentage of the workforce works in the production sector. It is unclear exactly how many of those workers are employees at Airpark West as there are numerous manufacturing facilities elsewhere in Chicopee and neighboring cities where they might work. There are also several manufacturing facilities near the western end of the ROW. This ROW could help people bike or walk for their commute, giving workers the opportunity to get adequate excercise, and save money.

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ECOLOGICAL ANALYSIS

This section analyzes the local environmental factors that would influence the construction of a rail-trail, and the potential ecological impacts of a rail-trail during and after construction. These analyses can help guide the design of a rail-trail that is sustainable, has a minimized impact on the environment, and accounts for shifting conditions brought on by climate change.

Every chance we can get to move without using fossil fuels is a step towards reducing climate change. —Jeff Olsen, Registered Architect (Interviewed by Hudson Valley One) 24

WATERSHEDS FLOODPLAINS, & SOILS Is the ROW at risk of flooding?

WATERSHEDS Chicopee sits within two watersheds: the Connecticut River watershed and the Chicopee River watershed, which also drains into the Connecticut River. The ROW is located near the border between the two, meaning it is near the highpoints of both watersheds. Water tends to shed away from the ROW, north to the Connecticut River and south to the Chicopee River.

At a smaller scale, the railbed's grading is designed to shed water to either side, so a trail surface built on the railbed would be unlikely to experience drainage issues.

Climate Change Connections Even with increased precipitation as a result of climate change, the ROW's position at watershed highpoints should prevent widespread drainage issues and keep flood risk low.

FLOODPLAINS & SOILS The ROW is not within any 100-year or 500year floodplains. It is within 40 feet of the 500-year floodplain of the Connecticut River at the western tip.

The ROW begins in the west on Urban landHadley-Winooski Association soils. These soil types are associated with floodplains and while they can flood frequently they are welldrained and have low runoff (NRCS Web Soil Survey). Moving eastward, most of the rest of the ROW is on Urban land-Hinckley-Windsor association soils. These soil types are also welldrained with low runoff, and do not typically experience flooding (NRCS Web Soil Survey).

Soil under the former railbed may be contaminated due to its use history. While no soil testing results are available for the ROW, a similar site in Chicopee, the Uniroyal rail line, showed soil contaminants associated with rail lines: heavy metals, PAHs, and pesticides (US EPA). It is likely that the ROW has similarly contaminated soil, and an assessment should be conducted to determine if decontamination is necessary to reduce environmental harm.

Photo: The ROW begins just beyond the edge of the 500 year flood plain 25

ANALYSIS

INTERMITTENT STREAMS

100-FOOT BUFFERS One intermittent stream runs within 100 feet of the ROW towards a small pond near route 391 on MassDOT property. While intermittent streams are not wet year-round, they are regulated with a 100-foot buffer by the Massachusetts Wetlands Protection Act (MACC). The stream’s 100-foot buffer zone intersects a small portion of the ROW. It is unclear whether the buffer reaches far enough to affect construction on the former railbed. If it does, a permit would be necessary to construct that portion of the trail. The Chicopee Conservation Commission should be consulted to determine if permitting under the Wetlands Protection Act would be required. Further study is needed to understand the importance of controlling runoff and erosion during and after construction in order to protect this resource.

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Map top left Intermittent Stream Buffer Map top right Slopes near the ROW Map bottom right Slopes near the decommissioned rail bed

SLOPES NEAR THE RIGHT-OF-WAY

A

A'

FOLLOWING THE RAILBED

A

The terrain of the rail-trail is an important consideration because a shared-use path should be accessible to all ability levels and provide a safe passage for trail users to move through. Slopes up to 5% are ADAaccessible without a handrail according to guidelines in the Americans With Disabilities Act. Paths with grades of no more than 5% are also optimal for bicyclists (Ribiero et al 2014). The railtrail would follow the path of the former railbed within the ROW, which generally meets ADA-accessibility requirements for slope. However, some slopes on either side of the ROW are steeper than 5%, particularly in the western portion of the ROW. Regrading may be needed for paths connecting to the proposed railtrail in order to meet ADA requirements.

Additionally, within the western portion of the ROW the land slopes steeply away from the former railbed. These steep slopes, known as escarpments (USDA), are likely an artifact of the construction of the elevated railbed.

These escarpments are close to where trail users may travel. Guardrails could be added to prevent trail-users from falling down these steep slopes The current surface of the former railbed is the gravel left over from the rail tracks.

In order to make a rail-trail accessible, the surface would have to be replaced with asphalt, crushed stone, or other suitable material.

A' 27

VEGETATION ALONG THE RIGHT-OF-WAY

The ROW contains mature trees of several native species, including maple, birch, beech, white pine, hemlock, sumac, and oak.

There are some non-native plant species growing in the ROW. Dense stands of Japanese knotweed, a state-listed invasive plant, were observed in some areas disturbed by rail tie removal. Disturbances from rail-trail construction, such as regrading the land and removing vegetation, may create opportunities for non-native plants to establish further.

A rail-trail would also fragment woodland habitats and create more habitat edges, which can be especially vulnerable to non-native species establishing (Holway 2005). These will be important considerations if this rail-trail is advanced to design and construction.

Climate Change Connections

As climate change alters the ranges of species, these wildlife habitats could shift. This is unlikely to happen on a time scale that would affect rail-trail construction, as the City hopes to build a trail network by 2030. However, trail management plans may need to include practices for adapting to species range shifts. For example, native plants may decline as temperatures rise. Non-native plants may fill the resulting gaps; this is more likely in a fragmented habitat with edge effects.

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Photo left

WILDLIFE & RARE SPECIES

A maple tree along the ROW in winter.

Chicopee contains important wildlife habitats, including wetlands and vernal pools. For example, the Westover Air Reserve Base is designated as Priority Habitat for Rare Species (Mass NHESP). This is due to its status as a breeding ground for rare grassland bird species such as the grasshopper sparrow (Ammodramus savannarum)( Mass Audubon). The ROW does not appear to intersect with known rare habitats.

Based on GIS mapping, the ROW also does not appear to intersect with wetlands or the 100-foot regulated wetland buffers. However, this GIS analysis uses DEP wetland data, which is not comprehensive and is intended for planning purposes only; the wetland boundaries on this datalayer derive from photographic interpretation. A wetland delineation completed by a wetlands scientist should confirm if construction may infringe upon any wetlands or wetland buffers.

Chicopee may contain rare amphibian species such as the blue-spotted salamander (Ambystoma laterale) and the Eastern spadefoot (Scaphiopus holbrookii), last observed in Chicopee in 2014 and 1864 respectively (Mass NHESP). If these species are still present in Chicopee’s woodlands, rail-trail construction through the wooded portion of the ROW might disturb them.

GRASSHOPPER SPARROW

BLUE-SPOTTED SALAMANDER

EASTERN SPADEFOOT

Ammodramus savannarum State status: Threatened

Ambystoma laterale State status: Special Concern

Scaphiopus holbrokii State status: Threatened

Found in habitats characterized by bunch grasses, including airfields.

Females build hidden nests out of grass and raise one brood per summer. This species has fewer than twenty nesting sites in Massachusetts.

Adults inhabit deciduous woodlands and lay eggs in vernal pools where larvae mature before moving to land. This species faces many anthropogenic threats and is marked as Greatest Conservation Need in the Mass. State Wildlife Action Plan.

A burrowing species that lives in habitats with sandy soils. Adults breed colonially, laying large numbers of eggs in vernal pools through the spring and summer. Once more widespread across Massachusetts, habitat loss has limited its range.

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ANALYSIS

ECOLOGICAL RECOMMENDATIONS COULD THE ROW BE A WILDLIFE CORRIDOR? There is precedent for rights-of-way being used to create wildlife corridors, including in combination with shared-use trails. However, the minimum recommended width for a wildlife corridor is 100 feet (US Forest Service) and wider corridors are recommended for larger species. For the ROW, the widest possible corridor on either side of the former railbed is about 65 feet. Considering also the lack of large habitat patches on either end of the right-of-way, it is not suitable to be an effective wildlife corridor. There are, however, some ways that this narrow strip of land could be used to enhance resources for wildlife.

PRESERVE & PLANT NATIVE SPECIES

Illustration: Strips of vegetated land on either side of a rail-trail would be too narrow to effectively function as a wildlife corridor.

The first of these recommendations is to simply preserve mature native trees. While there may be some whose roots would interfere with trail infrastructure, as many as possible should be preserved along the rightof-way. These trees would maintain wildlife habitat and provide natural shade to trail users. Other native shrubs and herbaceous plants would provide well-rounded habitat resources for wildlife.

POLLINATOR GARDENS In areas where the rail-trail would run near residential abutters, residents could be encouraged to plant pollinator gardens in their backyards. This would provide resources for native pollinators, including the Special Concern (Mass NHESP) frosted elfin butterfly (Callophrys irus), and create a beautiful visual experience for trail users. A program to distribute native pollinator plants and/or seed mixes could assist in this effort. Wild Ones, an organization focusing on native plants and sustainable landscaping, provides $100 to $500 grants for outdoor learning areas through its Seeds for Education program. Because the rail-trail could be used in local school field trips, it may be eligible for these grants. In addition to the benefits for pollinators, this could foster community investment in the rail-trail project.

Photo: Pollinator gardens were recently planted on either side of a section of the Robert McClory Bike Path in Lake County, IL.

TUNNELS TO PROTECT AMPHIBIANS Both A. laterale and S. holbrookii require vernal pools to breed. As vernal pools are present in Chicopee, it is possible that Chicopee could support populations of these species. If current populations are confirmed near the ROW, reducing their encounters with trail users would mitigate the amphibians’ injury or death. Where roads pass through amphibian habitat, tunnels can assist them in crossing without exposure to traffic.

This has been done on Henry Street in Amherst, Massachusetts; the same could be done on a rail-trail to keep these vulnerable amphibians from danger. Amphibian tunnels could be paired with informational signs to educate trail users and create field trip spots for local school children.

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Photo: At Henry Street in Amherst, MA amphibians can safely cross the road through a tunnel.

Every community should have some kind of off road trail. — Anonymous Survey Response

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ANALYSIS

LAND USE AROUND THE RIGHT-OF-WAY

TRAIL HEAD

Map: The spectrum of land uses within 1/4-mile of the ROW.

A VARIETY OF LAND USES Starting from the western tip, the ROW begins near an industrial lot. It moves through a wooded area, some parts of which are residential backyards. It then passes through McKinstry Farm. After that it passes next to residential neighborhoods where the former railbed is adjacent to back yard property boundaries. This leads to Chicopee’s main commercial corridor, Memorial Drive, where the ROW passes next to a rotary. Finally, at the eastern end, the ROW terminates at Airpark West.

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STARTING AT THE TRAILHEAD WEST TRAILHEAD The ROW begins adjacent to Chicopee’s active rail line, where the rail spur in the ROW used to connect. Due to its proximity to the active rail line, this area could be dangerous and may deter people from entering a trail that begins there.

BEGINNING OF ROW

RECOMMENDED TRAILHEAD

Photo: The recommended trailhead is very close to the beginning of the ROW.

WESTERN END OF THE ROW

Photo: The trailhead would start very close to an active railroad and may be dangerous for trail-users.

RECOMMENDATION Change Trailhead Location Moving the west trailhead to where the ROW intersects Coburn Street is an alternative. An entrance here would be safer, quieter, and more inviting than an entrance next to the active rail line. In addition, Coburn Street connects to several industrial workplaces including National Vinyl LLC, Day Lumber, and International Metal Products, so siting the trailhead there could be more convenient for workers at those places and give them a place to relax during breaks.

Photo: A view of the recommended trailhead from Coburn Street.

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ANALYSIS

LAND USE OPEN SPACE

AMONG THE TREES The western end of the ROW passes through wooded land that is rare in such highly developed cities like Chicopee.

Trail-users would have the opportunity to experience a tree-lined trail without venturing far from home.

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Photo Woods in the western section of the ROW.

LAND USE AGRICULTURAL

MCKINSTRY FARM

Photo top right A western view over McKinstry Farm from the ROW. Map above Agricultural land use around the ROW. Photo above The farm's store, McKinstry Market Garden, a Chicopee institution.

A portion of the ROW crosses through the fields of McKinstry Farm, a Chicopee institution and one of the oldest working farms in the United States. It operates a popular seasonal farmstand and is considering opening an ice cream stand as well. Converting the ROW to a rail-trail could increase business, and offer trail users a means of reaching the farm by walking or bicycling. However, it also presents some unique challenges in the interplay between trail and farm. McKinstry Farm practices Integrated Pest Management, meaning that there is occasional use of pesticide sprays there when “called for” (Hawes 2020).

Spraying of pesticides on the fields could have negative effects on trail users. The Marsh Creek Trail in Contra Costa County, California, addresses this issue by closing the trail on days when farmers spray chemicals; this has a minimal effect on trail users because farmers tend only to spray a few days a year (Rails to Trails Conservancy). Trail users meandering off the trail into the agricultural fields could also be an issue for farmers. Larry Voecks, the manager of the Cowboy Trail in Nebraska, addresses this issue by communicating with adjacent farmers about legal mechanisms that can protect them from liability if a trail user is injured on their farmland (Rails to Trails Conservancy). Salting the trail in the winter could lead to negative effects on the farm’s soil in the spring. Car tires spraying salt-laden water onto plants is known to harm plants (Gould 2013); non-motorized vehicles on a trail adjacent to crops could have a similar, though less pronounced effect.

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ANALYSIS

LAND USE RESIDENTIAL Several portions of the ROW pass through residential areas, which could create opportunities for community outreach programs in the Willimansett, Aldenville, and Westover neighborhoods. The proposed rail-trail could be a convenient recreational space for neighboring residents, increasing life satisfaction in addition to increasing access to vital amenities like groceries, as noted in previous sections. These benefits may be especially important during times of societal stress because the rail-trail could enable activities that are possible during social distancing. During the 2020 COVID-19 outbreak, rail-trails in the Pioneer Valley area received increased use (Pfarrer 2020). Furthermore, increased access to active-transport infrastructure could encourage residents to drive personal vehicles less, thereby reducing harmful emissions in their neighborhoods and reducing atmospheric CO2 as well.

In some cases, the trail would abut residents’ backyards. This would likely raise issues of privacy for those residents and would need to be evaluated carefully. Some residents have been using the ROW as a place to store belongings and discard waste, which would no longer be possible if a trail were installed.

RECOMMENDATION: NATIVE PLANTS FOR PRIVACY There may be gaps in some places and native plants could be planted to fill them. Considering the timescale, this might be better suited to relatively fast-growing native shrubs.

RECOMMENDATION: FENCE PAINTING FOR PRIVACY A low-cost way to provide privacy to residents and visual variety to trail users is to install painted fences along the boundaries of residential properties. Paint the Trail in Seminole County, Florida, offers an example. Local artist Jeff Sonksen has been painting private fences along the Seminole Wekiva Trail since 2012.

Map top Residential land use around the ROW. Photo middle Residences fully visible from some parts of the ROW. Photo bottom A section of painted fence along the Seminole Wekiva trail with an animal motif.

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ENCROACHMENTS An encroachment refers to “the act of building a structure which is in whole or in part on a neighbor's property” (Joshi 2011). In addition to logistical issues that encroachments in the ROW may cause, they could also stall funding for the project because MassDOT will not fund a project with encroachments (Lee Pouliot, pers. comm.). While it is outside the scope of this project to document every encroachment into the ROW, one clear example was found: a resident paved over a section of the ROW for personal car parking. Desire paths from the ROW to residential properties indicate that residents have been accessing it although they do not have the legal right to do so. Legal counsel will be needed to evaluate access and any permitted uses of the ROW that could be deeded to abutters.

Photo: The Dashed line shows the path of the old rail-bed, but this area is being used by adjacent residents.

ROW

RECOMMENDATION: INCREASING AWARENESS OF CITY WASTE SERVICES Chicopee provides municipal waste pickup services for trash, recycling, and yard waste. Some residents who have been dumping their waste in the rail ROW may not be aware of these services; others may find it more convenient to dump waste in the ROW. The City will likely need to communicate directly with these residents; the rail-trail installation program could include a mailer to those residents informing them of how to use City services for waste disposal. Under WMDC’s ownership, WMDC employees have been monitoring the ROW and removing dumped waste. If the City purchased the ROW and installed a rail-trail it would be within the purview of the City to monitor it for dumping and any other illicit activities.

Photo top In some sections of the ROW, it is difficult to differentiate between private property and the ROW. ROW marked by a dashed yellow line.

Photo middle A resident paved over and fenced off part of the ROW to use for private parking. ROW highlighted by a yellow oval.

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ANALYSIS

LAND USE COMMERCIAL

Photo: A Dunkin Donuts near the ROW.

Photo: A Wendy's near the ROW.

The ROW crosses Memorial Drive, which is Chicopee’s main commercial corridor containing numerous grocery stores, big box stores, fast food restaurants, and car dealerships. Adjacent to the ROW are a Wendy’s, Dunkin’ Donuts, and Curry Honda dealership. Creating a shared-use path along the ROW would likely not cause any disturbance to these existing businesses. A rail-trail would have the potential to attract new business to the corridor.

Photo top left The Dunkin' Donuts on Memorial Drive.

Photo top right The Wendy's om Memorial Drive.

Photo bottom left

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RECOMMENDATION: INCENTIVES FOR BUSINESSES

The ROW passes several businesses.

The City might consider developing a program that provides bicycle racks to businesses along the ROW, so cyclists on the trail would be better able to patronize those businesses. The city of Portland, Oregon, started a bicycle rack program in 2004. At times the City could not keep up with demand for racks from businesses, and most businesses reported positive outcomes after racks were installed, including increased foot and bicycle traffic, increased transportation options for employees and customers, and increased visibility of businesses from the street (Meisel 2010). In Chicopee, businesses along the ROW could also provide discounts to customers who take non-motorized transport, encouraging use of the trail.

Map bottom lett Commercial land use around the ROW.

LAND USE INDUSTRIAL

Industrial land use around the ROW.

The easternmost section of the ROW passes several industrial parks around Westover Air Reserve Base that are important employment centers for Chicopee residents, including Willimansett residents (Lee Pouliot, pers. comm.). The proposed rail-trail could increase access to these employment centers for residents of Willimansett and other parts of western Chicopee who do not own personal vehicles, and help to fill the gap created when the east-west bus route connecting these residents to Airpark West was discontinued. The rail-trail could provide a commuting option that may improve job security for residents without access to cars. Keeping this path open throughout the year would require snow removal in winter.

RECOMMENDATION: WESTOVER ROAD BICYCLE LANES FOR INDUSTRIAL PARK ACCESS There is a small gap between WMDC-owned parts of the ROW adjacent to Westover Road, which would not be part of the ROW purchase. Westover Road is busy, with fast-moving traffic. Cycling on this road would be uncomfortable and unsafe. Improving bicycle infrastructure on this road would be critical for making the rail-trail a cycling route to manufacturing facilities, the Westover neighborhood, and the upcoming Post-9/11 Veterans Memorial Dog Park.

Photo : A protected bicycle lane would close the gap between the two secgments of the ROW and allow workers to bike safely to Airpark West.

ECONOMIC BENEFITS OF RAIL-TRAILS FOR BUSINESSES Numerous studies have shown that proximity to bike and pedestrian infrastructure is a boon for small businesses. People traveling by foot or bike are more likely to stop during a trip and buy something.

An analysis (Clifton et al 2013) of people exiting convenience stores, bars, restaurants, and supermarkets in Portland, Oregon, compared consumption patterns by mode of transportation. Drivers tended to spend more money per visit at each type of business, but for almost every business type (with the exception of grocery stores) pedestrians and cyclists spent more over the period of a month due to more frequent visits.

The study spanned 89 businesses in the Portland Oregon Metro area in both urban and suburban neighborhoods.

Existing fast-food restaurants near the ROW could benefit from an increase of pedestrians and cyclists traveling by. McKinstry Farm could also be a major beneficiary. Other businesses like Curry Honda and Home Depot are unlikely to see an increase in customers from a rail-trail.

Photo: Shoppers park their bikes outside of a store.

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ANALYSIS

CASE STUDY THE QUEQUECHAN RIVER RAIL TRAIL CONNECTING RESIDENTS TO AMENITIES The Quequechan River Rail Trail (QRRT) in Fall River, Massachusetts, serves as a helpful inspiration for what a Chicopee rail-trail could be.

The QRRT physically parallels what a rail-trail along the Westover ROW in Chicopee could look like in several ways. It is similar in length at roughly 2 miles. Moving west to east, the QRRT provides connections to the Corky Row Historic District downtown, Britland Park, a grocery store (Oriental Food Market), a business park with several employers, and the UMass Dartmouth Center for Innovation & Entrepreneurship, and terminates at LePage’s Seafood & Grille. This demonstrates how a rail-trail on a well-positioned right-of-way can connect residents to jobs, groceries, and other amenities.

Photo: Rest areas and wayfinding signs along the QRRT.

CROSSING MAJOR ROADS The QRRT crosses the arterial Brayton Avenue using light signals and a pedestrian waiting area on the median that divides its four lanes.

It's makeup is quite similar to Memorial Drive’s six-lane system. Like Chicopee, Fall River also experienced the construction of a highway that cut residents off from resources, particularly the Quequechan River, which was cut off by Interstate-195 in 1958 (Stesney 2018).

The QRRT created a lighted crosswalk to make this road safer for pedestrians.

Photo: Entrance to an underpass along the QRRT.

Photo: A crossing pattern to connect the QRRT (in red) before a lighted crosswalk was added. Chicopee could use a similar system on Memorial Drive.

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Anybody who's been on the trail has fallen deeply in love with it and marveled that, in an urban area, this is what you have for people to enjoy.

—Joe Carvalho, Fall River resident SUPPORTING COMMUNITY NEEDS There are some social similarities as well. Beginning with city history, Fall River also had a strong base of manufacturing (it was once the United States’ leading textile manufacturer) which shrunk in the twentieth century. Today, as in Chicopee, Fall River residents who do not own cars have difficulty accessing healthy food and open space (Andrade 2017).

Fall River contains Environmental Justice Communities with a similar makeup to those of Chicopee, all meeting the median income criterion, and some additionally meeting the minority and English proficiency criteria. Before the QRRT was installed, these communities lacked access to open space and had high rates of diabetes. The QRRT gives them access to open space for physical activity.

Photo: Cyclists enjoy biking along the QRRT.

POSITIVE EFFECTS Opened in 2017, the QRRT has already seen positive health outcomes for the Fall River community. The National Center for Chronic Disease Prevention and Health Promotion considers it a “success story” (Andrade 2017). As a direct result of the QRRT being installed, there has been a 66% increase in walking and bicycling in Fall River (HIA). The QRRT restores community access to the Quequechan River, an important green space. Events on the QRRT are held in English, Spanish, and Portuguese to include multilingual communities.

Photo: A pedestrian observes a nearby pond along the QRRT.

Photo: A lighted crosswalk was installed at Brayton Avenue to allow QRRT users to cross safely.

41

ANALYSIS

INVENTORY OF INTERSECTIONS

This section details the active streets that the ROW intersects. Some of these streets present challenges to trail cohesion and safety. The ROW crosses seven active streets. These streets vary in width, level of car activity, and number of lanes.

Speed Limit (mph)

Sidewalks?

Stop Signs or Traffic Lights

Cross walks?

Road Width (ft)

Coburn Street

Not Posted

No

Stop Signs

No

40

Dale Street

25

West Side

Stop Signs

No

50

Montgomery Street (Neil Ave.)

25-40

Both Sides

Stop Signs

No

46-73

Woodcrest Drive

Not posted

No

Stop Signs

No

50

Granby Road (Bardon St.)

30

Both Sides

Stop Signs

Yes

38-55

Memorial Drive

Up to 40

West Side

Traffic Lights

Yes

73-98

Champion Drive

Not posted

No

Stop Signs

No

55

COBURN STREET Street View

Aerial View

ROW

A narrow (12-foot wide) unmarked road used mostly for access to the rear of an industrial building. No posted speed limit, sidewalks, or crosswalks.

DALE STREET Street View

Aerial View

ROW

A two-lane residential street that intersects the busier Montgomery Road and connects to several schools.

42

MONTGOMERY ROAD Street View

Aerial View

ROW

Where the ROW crosses it, Montgomery Road passes between McKinstry Farm and a residential neighborhood.

WOODCREST DRIVE Street View

Aerial View

ROW View

A relatively quiet residential street with no posted speed limit. There are no sidewalks or crosswalks. Road width varies from 26 to 30 feet.

CHAMPION DRIVE Street View

Aerial View

ROW

An access road to Airpark West from Westover Road. There is no crosswalk parallel to Westover Road.

43

ANALYSIS

INTERSECTION RECOMMENDATIONS CRITERIA FOR PROTECTED BICYCLE LANES To facilitate passing, the minimum recommended width of a one-way protected bicycle lane is 7 feet (Alta Planning & Design), with a minimum street buffer of 3 feet (City of Seattle). Therefore, in order to install a one-way protected bicycle lane on a street without affecting car traffic, there must be at least 10 feet in the street’s City right-of-way past the outermost vehicle lane on a given side.

MASSDOT FUNDING Adding new pedestrian and cycling infrastructure on roads that intersect the ROW would help to create connectivity through safe walking and bicycling routes.

One source of funding for this infrastructure may be MassDOT’s Complete Streets Program, which covers designated bicycle lanes, high-visibility crosswalks, and raised crosswalks as well as other infrastructure listed below.

• ADA-accessible curb ramps

RECOMMENDATION: BICYCLE LANES FOR SCHOOL ACCESS Dale Street and Montgomery Street would connect the rail-trail to Lambert-Lavoie Elementary School and Chicopee Comprehensive High. Re-designing the road and sidewalk here would be necessary to ensure children are safe getting to school, and parents feel comfortable allowing them to travel unattended.

Dale Street is a long two-lane road which currently has no sidewalks or bike lanes.

Adding both would make this street safer for all, especially children. Montgomery Street is another long two-lane road, with a sidewalk on the west side but none on the east side. The road is 24 feet wide with a City right-of-way width of 46 feet and shoulders on both sides. There is enough room on each side of Montgomery Street (10 feet) to install protected bicycle lanes.

• Audible pedestrian signals • Bicycle parking facilities • Bus pull-out areas • Curb extensions • Designated bicycle lanes • Detectable warning surfaces • High-visibility crosswalks • Intersection signalization • Medians & pedestrian crossing islands • Pedestrian hybrid beacons • Radar feedback ("Your Speed") signage • Road diets • Roundabouts • Signal priorization • Shared lanes & shared-use paths • Street lighting • Street trees &furniture • Traffic calming measures • Transit-only lanes • Transit shelters • Sidewalks • Speed tables & raised crosswalks • Wayfinding signage

Illustration Above Protected bicycle lanes; MassDOT General Design Consider.

Photos bottom left The green arrows denotes where a bicycle lane could be installed on Dale Street and Montomergy Street respectively.

44

"When crossing any major roads such as Memorial drive, Granby Rd. Montgomery St., Westover Rd etc, there should be a lights made for people to be able to cross safely.

You cannot rely on people slowing down/stopping for people in crosswalks. Only a small percentage of people stop for people in cross walks as it is. We need flashing lights when people are crossing as well as red lights for people to stop BEFORE the cross walk."

CROSSING GRANBY ROAD

- Anonymous survey response Where the ROW crosses Granby Road, it leads to the intersection of Granby Road and Bardon Street. This intersection is at an unusual angle and is likely to confuse trail users as they approach it. Currently it is unclear where to cross Granby Road.

CONCEPTUAL SOLUTIONS FOR CROSSING GRANBY ROAD The two conceptual solutions below seek to make navigating this intersection clearer and safer for trail users. This report does not include a detailed site analysis of this intersection, and more in depth site analysis and detailed design would be required to determine if these concepts are feasible.

The first concept includes a crosswalk across Granby Road where the trail would emerge on the western side. This leads to a protected bicycle lane and a sidewalk along the east side of Granby Road, providing a safer route with less vehicle exposure to Old Granby Road where the ROW continues.

The second concept includes a crosswalk across Bardon Street leading to a raised shared-use path along the sidewalk on the western side of Granby Road.

This raised bike path connects to a crosswalk across Granby Road from which trail users can access Old Granby Road.

These concepts are not mutually exclusive. Site conditions permitting, a design could potentially be made based on both concepts. This would provide more crossing options and separate bicycle traffic going in opposite directions along Granby Road as cyclists approach the intersection.

Concept #1

Concept #2

Trail-users cross Granby Road immediately after exiting the rail-trail, then use a sidewalk or protected bicycle lane to connect to the rest of the rail-trail.

Trail-users cross Bardon Street immediately after exiting the rail-trail, then use a designated shared-use path to travel up Granby Road before using a crosswalk to connect to the rest of the rail-trail.

45

ANALYSIS

CROSSING MEMORIAL DRIVE Memorial Drive is Chicopee's main commercial corridor and one of its arterial streets with six lanes, speed limits of 40-mph, and 12,900 to 30,800 cars travelling per day (Anyzeski et al 2014).

Memorial Drive could be a challenging intersection for trail users because they would need to cross six lanes of heavy traffic, including cars entering or leaving a major rotary (Anyzeski et al 2014). Currently there are no crosswalks going directly across these lanes so pedestrians must cut across traffic to reach the other side of the ROW, though there are three sections of sidewalk on the western side.

MEMORIAL DRIVE: CRASH PRONE INTERSECTIONS Memorial Drive has the distinction of having seven of the most crash-prone intersections in the Pioneer Valley (PVPC 2013). Of these, three intersections were among the 25 most crash-prone (shown in red on the map below).

Photo: Trail users would need to cross several lanes of heavy traffic on Memorial Drive to reach the next section of the ROW.

The intersection near the ROW is one of the 100 most crash-prone intersections, but not in the top 25.

Creating a comfortable, safe, and convenient crossing experience would greatly benefit rail-trail users.

INTERSECTION NEAR ROW

Photo: Crossing Memorial Drive requires stopping on a median in a busy street.

Map: Large red dots indicate the 25 most crash prone intersections in the Pioneer Valley. Orange dots indicate intersections that are in the top 100 but not top 25. (PVPC 2013) 46

CONCEPTUAL SOLUTION CROSSWALK Several concepts below involve land outside of the rail ROW, although this land is within Memorial Drive’s City right-of-way. If the City progresses to installing bicycle lanes on Memorial Drive, some of these concepts could be incorporated into that project, potentially using MassDOT Complete Streets funding. The concepts presented on the following pages aim to create a cohesive trail experience for trail users.

MOVING ACROSS Additional crosswalks and lights along the margin of the rotary could notify cars to stop for trail-users as they cross over Memorial Drive.

However, if trail users have to stop to wait for six lanes of traffic to halt, this could lead to a bottleneck for vehicles during peak trail-use hours.

Illustration: A crosswalk would need to span the width of Memorial Drive to connect both sides of the ROW. Medians offer a safe place for pedestrians to wait for two-way traffic. (The Greenway Collaborative, Inc.)

Photo: A signaled crosswalk would help trail-users to cross Memorial Drive with minimal changes to current infrastructure.

47

ANALYSIS

CONCEPTUAL SOLUTION OVERPASS Overpass—a bridge that creates a critical link in a rail-trail by joining areas separated by a major transportation corridor (ITE, 19).

MOVING OVER An overpass arching over the six lanes of traffic would allow trailusers to cross without needing to stop for cars or changing traffic patterns. There appears to be ample space on either side of Memorial Drive to add ramps and stairways. However, further study is needed to determine if there is enough space to install an ADAaccessible ramp.

Photo left An overpass with a gradual grade, such as the BP Bridge in Chicago, Illinois, would allow trail users to cross Memorial Drive without waiting for traffic signals.

OVERPASSES Overpasses can address safety issues by providing trail-users with a formal way to cross a major transportation corridor (USDOT, Case Study #35, 95). These structures are often built in response to user demand for safe crossings where they previously did not exist. For example, an overpass may be appropriate where moderate to high pedestrian and bicycle demand exists to cross a highway in a specific location (AASHTO, Pedestrian Guide, 95). Shared-use bridges also respond to user needs where existing at-grade crossing options are undesirable for a variety of reasons. For instance, high vehicle speeds and heavy traffic volumes might warrant a grade-separated crossing. Hazardous pedestrian/bicycle crossing conditions in which there are few or no gaps in the traffic stream or conflicts between motorists and bicyclists/ pedestrians at intersections could also be accommodated with overpasses (MassDOT, Project & Design Guide, 102511). Trail-users may be more likely to use an overpass if the overpass does not take significantly longer than crossing at street level. According to one study, “If an overpass takes 50% longer than crossing at street level, almost nobody will use the overpass” (ITE, Traffic Safety Toolbox, 192).

48

CONCEPTUAL SOLUTION UNDERPASS Underpass—a tunnel that creates a critical link in a rail-trail by joining areas separated by a major transportation corridor (ITE, 19).

Grade Separation of Path Crossings

MOVING UNDER A tunnel of at least 75 feet in length extending under the six lanes of traffic would allow trail-users to cross without needing to stop for cars or changing traffic patterns. Drainage systems and lighting would be needed to protect the tunnel from flooding and to increase visibility.

Illustration above: An underpass could allow trail users to cross Memorial Drive at more gradual grade than an overpass. (MassDot Project & Design Guide)

“There is often a desire to grade separate the crossings of highly-utilized paths and busy roads. In these cases, both underpasses and overpasses are options.

The topography of the surrounding area usually will govern which type of grade separation is selected. In level terrain, an underpass usually requires shorter ramp sections since the path clearance under a road ranges between 8 and 12 feet. Road or railroad clearance under a path, on the other hand, can range from 17 to 23 feet.

If the path is designed with a maximum five-percent slope, then the transitions for an overpass can be twice as long as those for an underpass (as much as 500 feet in each direction). On the other hand, overpasses are generally open and have fewer security concerns.”

MassDOT, Project & Design Guide, 762-11

"I generally feel that Chicopee is a safe community and do not avoid biking or pedestrian activities because of concerns related to safety. However, I do feel that the City lacks appropriate facilities for offstreet biking and pedestrian movements. If we had a network it might actually be used by individuals as a primary transportation option."

—Anonymous Survey Response 49

ANALYSIS

CONCEPTUAL SOLUTION SHARED-USE ROTARTY

"A designated bike crossing that is painted a different color from the asphalt (e.g., red or green), and features a bike traffic light, would make me feel the most safe when crossing busy intersections by bike. Either that or a small rotary that has a designated bike lane.

There are fantastic examples of these in the Netherlands."

- Anonymous Survey Response

The Hovenring “The Hovenring is a cyclists’ roundabout that is suspended above a busy junction near Eindhoven. Thanks to a combination of a challenging traffic concept and a high quality design, the Hovenring is more than just an alternative to a cyclists’ tunnel or bridge: it is also a distinctive recognition point along a new cycle route and marks the entrance to the city. This effect is intensified in the evening by lighting that emphasizes the roundabout’s suspended character while at the same time generating a feeling of security for cyclists.

"Another special feature is that the junction of the motorways was deepened by 1.5 meters in order to keep the gradient comfortable for cyclists. As a result, despite the limited space available, the green ramps to the roundabout have ascending gradients of 3 percent maximum. The cyclists’ roundabout (diameter: 72 meters) is supported by a single 70-meter-high pylon. This in turn makes it possible for the junction under the bridge to be free of columns, yielding an entirely unobstructed view in all directions for motorists. The cyclists’ roundabout was opened in June 2012.”

Cycle Infrastructure by S. Bendiks & A. Degros, p. 161

Photo top A photo of the Hovenring bicycle rotary in Eindhoven, the Netherlands.

Photo bottom A photo of the Hovenring at dusk.

50

MOVING AROUND A shared-use rotary spanning the vehicular rotary would allow trail-users to enter or exit the rail-trail from multiple directions, which could create smooth connectivity as the City installs more active transportation infrastructure in the coming years. However, there may not be enough space to install a ramp at an ADA-accessible grade, so the rotary may not be accessible to all.

If you build it, they will come. Guaranteed! —Anonymous Survey Response

Photo: A Chicopee resident using the existing section of the Chicopee Canal & RiverWalk.

51

CONCEPTS

POTENIAL SOLUTIONS FOR WILLIMANSETT RECOMMENDATIONS CREATE A TUNNEL BENEATH ACTIVE RAIL LINE An active rail line separates Willimansett from the ROW. Currently the rail crossing closest to the ROW is on Prospect Street near the Holyoke Bridge. This route from Willimansett to the ROW via this crossing involves traveling along a busy road and through a dangerous and confusing intersection where Chicopee Street goes under the rail line.

The active rail line is at grade through most of Willimansett. Bolduc Lane in Willimansett leads right up to the active rail line where the ROW begins. Creating a tunnel beneath the rail line here would reduce the travel distance from most of Willimansett to the ROW by 0.36 miles and also make the trip from Willimansett safer.

Add an overpass above the active rail line.

Both a bridge over the railline and a tunnel beneath the railline are options for a crossing. Bridges have the advantage of being exposed to the open air and highly visible. A bridge crossing a rail-line would need a 17 to 23 foot clearance (MassDOT Design Guidelines). Unfortunately this means a bridge with an ADAaccessible ramp may not be an option in this location. Even a 17-foot tall overpass would require a ramp over 200 feet long to have an 8.3% slope, the maximum accessible slope for a ramp with handrail. This may be too long to install on Bolduc Lane because it is a small residential street and it could block driveways. Therefore, stairs or a steeper non-ADA-accessible ramp would have to be installed.

Add an underpass below the active rail line.

An underpass is a viable option to transport people safely from one side of the tracks to the other. Underpasses require an 8 to 12 foot clearance, and the rail line is already elevated several feet above the surrounding grade. A ramp would still likely need to be over 100 feet long to make the passage ADA accesible with a hand rail

Photo: Looking towards Willimansett at an unofficial rail-crossing that shows signs of foot and vehicle traffic. A bridge or tunnel here could create safe crossing and access to the ROW.

When designing an underpass, it is important to consider visibility and install adequate lighting because underpasses can be interpreted as dangerous if there is limited visibility.

Additionally, this crossing is located near the 500 year floodplain (see p. 27) and may be vulnerable in the event of an extreme flood.

Photo The potential rail-crossing as viewed from Willimansett.

Photo: A shared-use path underpass beneath the same rail-line in Northampton.

52

IMPROVING BIKE INFRASTRUCTURE ON CHICOPEE STREET Chicopee Street (State Route 116) is a wide north-south arterial running through Willimansett. Cyclists traveling between Willimansett and the potential rail-trail would need to on Chicopee Street for at least some portion of their trip. Chicopee Street is also critical in connecting the Connecticut RiverWalk and Bikeway with a rail-trail. Chicopee Street currently does not have any bicycle lanes; adding them would be a crucial link in making a rail-trail part of a larger bike lane network.

SURFACE AND RIGHT-OF-WAY WIDTH Chicopee Street is 24 feet wide in most places, but it is 32 feet wide in the area closest to the ROW. In the area that is 32 feet wide there is enough room for two-lane traffic and a lane width of 10 feet the recommended amount for complete streets. This leaves enough space for a 6-inch vertical buffer and protected bike lanes that are 5-feet-6-inches in width, which is slightly less than the 6-feet-6-inches recommended by MassDOT. In areas where the street width is 24 feet it will be necessary to widen the road to accomodate protected on-street bike lanes. The right-of-way on Chicopee Street is wide enough throughout to accomodate protected bike lanes and new sidewalks.

Illustrations Examples of protected bike lanes with vertical barriers. (MassDot General Design Considerations) 53

COMMUNITY INPUT

LIBRARY TABLING As part of its research process, the Conway team solicited input from the Chicopee community. An online survey was active from February 17 to March 31, 2020. The team also tabled during a children’s event at the Chicopee Public Library. Generally speaking, community members over a range of ages and backgrounds expressed a positive interest in a rail-trail.

SURVEY RESULTS See Appendix A for the full online survey.

Of the respondents who live in Willimansett, 20% said they would use the trail for grocery shopping.

COMMUNITY COMMENTS “Every community should have some kind of off road trail. I am forced to walk a part of Memorial Drive that I find quite dangerous, walking so close to fast moving traffic.”

“This is a great idea and we need more bike lanes and paths. We need to stop catering to vehicles and developing the city around them.

Safety should be a priority for crossings.”

LIBRARY TABLING On February 20, 2020, the Conway team set up a table at the Chicopee Public Library to collect community responses. Printed copies of the survey and a link to the online version were provided. Reaction to the idea of a rail-trail was generally positive.

Chicopee residents agreed that access to safe active-transport infrastructure would be a beneficial addition to their community.

Photo: A family gives feedback at a tabling event at the Chicopee Public Libray.

Photo: A library patron completing a survey.

54

SURVEY RESULTS

Median responses to the question: "On a scale of 1 to 5 with 5 being the "most safe" how safe would you rate the following intersections?"

55

CONCLUSION

Photo: A concrete post with a "W" is a relic of the Westover rail spur found along the ROW. 56

CONCLUSION The City of Chicopee has the opportunity to increase residents’ access to important resources by acquiring the only right-of-way that spans the city. It is unlikely that a complete linear parcel of this length will be available again in the future. The City should be assured that this parcel is well-located to serve a multitude of functions for the community, as analyses in this report demonstrate.

This parcel is well-situated to meet community needs because of its proximity to amenities like schools, grocery stores, parks, and sites of employment in industrial parks.

Additionally, the rail-trail would be an asset to people of all ages by providing space to recreate in a highly developed city. It would immediately become the safest and most direct east-west walking and bicycling route across the city.

In summary, the myriad benefits a rail-trail could provide, and the rare opportunity of this particular parcel, are ample reasons for Chicopee to acquire this ROW and convert it into a rail-trail.

57

APPENDIX A

FULL ONLINE SURVEY

58

Questions are in the order from top to bottom, left to right.

Survey platform courtesy of Google Forms.

59

APPENDIX A

60

61

APPENDIX A

62

63

APPENDIX A

64

65

APPENDIX B

GIS DATA SOURCES CHICOPEE NEIGHBORHOODS & POPULATION DENSITY

Massachusetts Office of Geographic Information (MassGIS) • •

Massachusetts Towns Multipart Polygons Census 2010 Block Groups

Michelle Santerre, Chicopee Planning Department • •

ROW Chicopee neighborhoods

WORKERS IN PRODUCTION SECTOR

Massachusetts Office of Geographic Information (MassGIS) • • •

Massachusetts Towns Multipart Polygons Census 2010 Block Groups Land Cover Land Use (2016)

American Community Survey 5 Year Estimate (2013-2017) •

Sex by Occupation

Michelle Santerre, Chicopee Planning Department •

ROW

Lee Pouliot, Chicopee Planning Department •

Airparks employment data (WMDC 2016 Report)

HOUSEHOLDS WITHOUT A CAR

Massachusetts Office of Geographic Information (MassGIS) • •

Massachusetts Towns Multipart Polygons Census 2010 Block Groups

American Community Survey 5 Year Estimate (2013-2017) •

(Tenure by Vehicles Available) Census Block Groups

Michelle Santerre, Chicopee Planning Department • •

66

ROW Chicopee neighborhoods

MEDIAN INCOME LEVELS

Massachusetts Office of Geographic Information (MassGIS) •

Massachusetts Towns Multipart Polygons

American Community Survey 5 Year Estimate (2013-2017) •

Median Household Income in the last 12 months

Michelle Santerre, Chicopee Planning Department • •

ROW Chicopee neighborhoods

RENTING VS. OWNING

Massachusetts Office of Geographic Information (MassGIS) •

Massachusetts Towns Multipart Polygons

American Community Survey 5 Year Estimates (2013-2017) •

Household Income by Gross Rent as a Percentage of Household Income in the Past 12 Months

Michelle Santerre, Chicopee Planning Department • •

ROW Chicopee neighborhoods

ENVIRONMENTAL JUSTICE COMMUNITIES

Massachusetts Office of Geographic Information (MassGIS) • •

Massachusetts Towns Multipart Polygons Census 2010 Environmental Justice Communities

Michelle Santerre, Chicopee Planning Department • •

ROW Chicopee neighborhoods

67

APPENDIX B

RACIAL DOT MAP

Massachusetts Office of Geographic Information (MassGIS) • •

Massachusetts Towns Multipart Polygons Census 2010 Block Groups

Michelle Santerre, Chicopee Planning Department • ROW

COST-DISTANCE FROM A PARK

Massachusetts Office of Geographic Information (MassGIS) •

Massachusetts Towns Multipart Polygons

Massachusetts Department of Transportation (MassDOT) •

MassDOT Road Inventory

National Historical Geographic Information System •

Census 2010 Blocks

Michelle Santerre, Chicopee Planning Department • •

ROW Parks

TREE COVER

Massachusetts Office of Geographic Information (MassGIS) • •

Massachusetts Towns Multipart Polygons Census 2010 Block Groups

Michelle Santerre, Chicopee Planning Department • ROW

68

ZONING

City of Chicopee •

Chicopee zoning map

Michelle Santerre, Chicopee Planning Department • ROW

EASEMENTS & CITY-OWNED PARCELS

Massachusetts Office of Geographic Information (MassGIS) •

New map? CN can make

Massachusetts Towns Multipart Polygons

Michelle Santerre, Chicopee Planning Department • • •

ROW City-owned parcels Easements

LAND USE & LAND COVER

Massachusetts Office of Geographic Information (MassGIS) • •

Massachusetts Towns Multipart Polygons Land Cover Land Use (2016)

Michelle Santerre, Chicopee Planning Department •

ROW

69

APPENDIX B

BUS ROUTES

Massachusetts Office of Geographic Information (MassGIS) • • •

Massachusetts Towns Multipart Polygons Land Cover Land Use (2016) USGS Rivers and Streams 25k

Pioneer Valley Transit Authority (PVTA) •

PVTA Routes 2018

Google Maps •

Grocery store locations

Michelle Santerre, Chicopee Planning Department • •

ROW Chicopee neighborhoods

SIDEWALKS

Massachusetts Office of Geographic Information (MassGIS) • •

Massachusetts Towns Multipart Polygons Census 2010 Blocks

Michelle Santerre, Chicopee Planning Department • •

ROW Sidewalks

SCHOOLS NEAR ROW

Massachusetts Office of Geographic Information (MassGIS) • • • •

Massachusetts Towns Multipart Polygons Census 2010 Blocks Schools Land Cover Land Use (2016)

Michelle Santerre, Chicopee Planning Department • •

ROW Sidewalk

70

GROCERY STORES

Massachusetts Office of Geographic Information (MassGIS) •

Massachusetts Towns Multipart Polygons

American Community Survey 5 Year Estimate (2013-2017) •

(Tenure by Vehicles Available) Census Block Groups

Google Maps •

Grocery store locations

Michelle Santerre, Chicopee Planning Department ROW •

Chicopee neighborhoods

COST-DISTANCE TO ROW

Massachusetts Office of Geographic Information (MassGIS) • •

Massachusetts Towns Multipart Polygons Census 2010 Blocks

Massachusetts Department of Transportation (MassDOT) •

MassDOT Road Inventory

Michelle Santerre, Chicopee Planning Department •

ROW

WATERSHEDS

Massachusetts Office of Geographic Information (MassGIS) • • •

Massachusetts Towns Multipart Polygons DEP 2012 Integrated List Watershed Delineations USGS Rivers and Streams 25k

National Oceanic and Atmospheric Administration •

LiDAR

Michelle Santerre, Chicopee Planning Department •

ROW

71

APPENDIX B

FLOODPLAINS & SOILS

Massachusetts Office of Geographic Information (MassGIS) •

Massachusetts Towns Multipart Polygons

Federal Emergency Management Agency (FEMA) •

Fema Floodplains

USDA Web Soil Survey •

Soil types

Michelle Santerre, Chicopee Planning Department •

ROW

INTERMITTENT STREAM

Massachusetts Office of Geographic Information (MassGIS) •

USGS Rivers and Streams 25k

Esri et al •

Satellite imagery

Michelle Santerre, Chicopee Planning Department •

ROW

SLOPES NEAR ROW

Massachusetts Office of Geographic Information (MassGIS) •

Massachusetts Towns Multipart Polygons

National Oceanic and Atmospheric Administration •

LiDAR

Michelle Santerre, Chicopee Planning Department •

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ROW

WILDLIFE HABITAT

Massachusetts Office of Geographic Information (MassGIS) • • • • •

Massachusetts Towns Multipart Polygons DEP Wetlands NHESP Priority Habitats of Rare Species NHESP Certified Vernal Pools USGS Rivers and Streams 25k

Esri et al •

Satellite imagery

Michelle Santerre, Chicopee Planning Department •

ROW

LAND USE NEAR ROW

Massachusetts Office of Geographic Information (MassGIS) •

Land Cover Land Use (2016)

Michelle Santerre, Chicopee Planning Department •

ROW

BARRIERS TO MOVEMENT

Massachusetts Office of Geographic Information (MassGIS) • • •

Massachusetts Towns Multipart Polygons USGS Rivers and Streams 25k Land Cover Land Use (2016)

Massachusetts Department of Transportation (MassDOT)

MassDOT Road Inventory

Michelle Santerre, Chicopee Planning Department • •

ROW Chicopee neighborhoods

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APPENDIX B

CHICOPEE STREET WIDTH

Massachusetts Office of Geographic Information (MassGIS) •

Land Cover Land Use (2016)

Massachusetts Department of Transportation (MassDOT) •

MassDOT Road Inventory

Michelle Santerre, Chicopee Planning Department • •

ROW Chicopee neighborhoods

CHICOPEE STREET RIGHT-OF-WAY WIDTH

Massachusetts Office of Geographic Information (MassGIS) •

Land Cover Land Use (2016)

Massachusetts Department of Transportation (MassDOT) •

MassDOT Road Inventory

Michelle Santerre, Chicopee Planning Department • •

ROW Chicopee neighborhoods

WILLIMANSETT BARRIERS TO MOVEMENT

Massachusetts Office of Geographic Information (MassGIS) • • •

Massachusetts Towns Multipart Polygons USGS Rivers and Streams 25k Land Cover Land Use (2016)

Massachusetts Department of Transportation (MassDOT)

MassDOT Road Inventory

Michelle Santerre, Chicopee Planning Department • •

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ROW Chicopee neighborhoods

Map: Community staples create a robust sense of place in Chicopee.

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BIBLIOGRAPHY

WORKS CITED Alta Planning & Design. “Separated Bike Lanes." 2020. Accessed at https://altaplanning.com/separated-bike-lanes/ American Association of State Highway and Transportation Officials. Guide for the Planning, Design, and Operation of Pedestrian Facilities, 2004.

American FactFinder. 2020. Accessed at: https://factfinder.census.gov/faces/tableservices/jsf/pages/ productview.xhtml?src=bkmk Anyzeski, Emily; Chen, Pei-Yu; Goldstein, Noam; Koullias, Stephanos; Regnier, Jesse; and Shulman, Elena. "Memorial Drive Revitalization (Chicopee, MA)." 2014. Landscape Architecture & Regional Planning Studio and Student Research and Creative Activity 39.

Bendis, Stefan; Degros, Aglaee. Cycle Infrastructure. "Hovenring." 2013. pp. 161.

Carlisle, Stephanie; Chadha, Ambica; Fontaine, Daniel; Gay, Sammi; Gilmore, Justin; Hulten, GianPaula; Krevat, Derek; Li, Shuo; Smialek, Alexandra ‘Ola’; and Tapia, Melody. "Networks of Opportunity: A Citywide Vision for Pedestrian and Bicycle Pathways in Chicopee, Massachusetts." 2016. Landscape Architecture & Regional Planning Studio and Student Research and Creative Activity 51.

Champaign County Forest Preserve District. "School Programs—Champaign County Forest Preserves."

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IMAGE CREDITS Nipmuc people: https://www.facebook.com/NipmucNation Overman Wheel Company workers: Plourde-Barker 2013 (see Works Cited) Newspaper clipping: Gallaro 1982 (see Works Cited) Three Rivers Heritage Trail Sign: https://www.bikingbis.com/2013/04/29/signs-of-the-old-times-appearing-washington-and-pennsylvania-bicycle-trails/ Columbia Greenway sign: https://thewestfieldnews.com/rail-trail-gets-signage Pg. 11 aerial photos: Google Earth Elderly pair walking on rail-trail: https://exercise.trekeducation.org/assessment/aerobic-endurance-testing/6-minute-walk-test/ Kickapoo Rail Trail: https://www.philipbrewer.net/2017/08/28/a-long-walk-on-the-kickapoo-rail-trail Children bicycling to school: https://www.bicycling.com/news/a20031077/more-kids-ride-bikes-toschools-with-these-3-things Grasshopper sparrow: https://www.allaboutbirds.org/guide/Grasshopper_Sparrow/id Blue-spotted salamander: https://www.pinterest.com/pin/109916047128722918 Eastern spadefoot: http://wildlife.ohiodnr.gov/species-and-habitats/species-guide-index/amphibians/ eastern-spadefoot Robert McClory Bike Path: https://patch.com/illinois/highlandpark/robert-mcclory-bike-trail-get-tastier-new-grant-edible-landscaping Henry Street salamander tunnel: https://www.hitchcockcenter.org/blog/calling-all-salamander-lovers Pg. 35 aerial: Google Earth Seminole Wekiva Trail painted fences: Stacy Suzette Arterbury QRRT rest areas: http://brownrowe.com/taxonomy/term/163 QRRT underpass: https://fallriverreporter.com/fall-river-and-springfield-groups-honored-with-goldenshoe-awards/ Brayton Avenue aerial: Molina et al 2015 (see Works Cited).

Cyclists on QRRT: http://brownrowe.com/taxonomy/term/163 Pedestrian on QRRT: https://www.facebook.com/Quequechanriverrailtrail/posts/ d41d8cd9/2094304190841507/ Brayton Avenue street view: Google Earth Dunkin' Donuts: Google Earth 80

Wendy's: Google Earth Parked bicycles: http://sportnewszz.blogspot.com/2010/02/velo-conversations.html Intersection Inventory aerials: Google Earth Protected bicycle lane illustration: https://www.mass.gov/doc/chapter-3-general-design-considerations/download Granby Road crossing aerial: Google Earth Memorial Drive crossing aerial: Google Earth Crash-prone intersections map: Pioneer Valley Planning Commission Lighted crosswalk: https://www.phoenix.gov/streets/hawk Crosswalk illustration: https://greenwaycollab.com/midblock-crosswalks-for-arterial-five-lane-roadways/ BP Bridge: https://en.wikipedia.org/wiki/BP_Pedestrian_Bridge Hovenring: https://www.welovecycling.com/wide/2020/01/27/5-types-of-ambitious-cycling-projectswe-want-to-see-more-of-in-2020/ Hovenring at dusk: https://ipvdelft.com/projects/hovenring/

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A former rail right-of-way presents, in a single parcel of land, a unique opportunity to the City of Chicopee. It is a chance to connect underserved populations to amenities, create green space connections, and increase physical activity by converting the right-of-way to a rail-trail.

Chicopee residents recognize the importance of active transport, and a number of them have said they would like to see a safe off-road trail. In the past century Chicopee has been built around the car, while a rail-trail would be a step towards more human-scale infrastructure.

The Chicopee Department of Planning and Development hired a Conway School student team to determine whether a rail-trail along this rightof-way would benefit Chicopee residents, conduct an ecological analysis of the right-of-way, and provide potential solutions to connect a rail-trail to a larger network of active transport infrastructure in Chicopee and surrounding cities.

Through these analyses, this report lays a foundation that, with more detailed site analysis, could lead to the development of a needed piece of active transport infrastructure in Chicopee.

RAIL-TRAIL

FEASIBILITY STUDY Creating Vital Connections in the City Prepared for the City of Chicopee, Massachusetts Winter 2020

Eli Bloch, Ellen Huffman, & Caleb P. Nusbaum