Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
6.
IMPACT ANALYSIS OF ALTERNATIVES
6.1
Introduction
PART 1
NEPA
Environmental Assessment
This section compares the impacts of the Build alternatives and the No Build alternative under
various environmental categories. Note that when there is no measurable difference in impacts
between the alternatives, a summary discussion is presented. When there is a measurable
difference in impacts under a specific environmental category, the alternatives are compared
individually.
A summary matrix comparing the impacts of each of the alternatives is presented in Table 1-1 in
Section 1.
Terminology: The existing interchange is a complex system of roads and ramps. Readers are
directed to Section 4.3 for a detailed description of the existing interchange and roadway system.
In Section 4.3, photos, figures, and text explain the roadways, bridges, and ramp system, as well
as roadway and ramp nomenclature. An understanding of the existing interchange will help in
understanding the impact analysis discussed in Section 6. The terms at-grade and gradeseparated are explained in Section 1.1.
6.2
Right-of-Way Takings/Temporary Easements/Relocations
It is not anticipated that any business or residential relocations will be necessary under any of the
alternatives.
6.2.1. No Build
The No Build alternative would not result in any right-of-way takings or easements.
6.2.2
At-Grade (Preferred) Alternative
Most of the project will be within the limits of the existing roadway right-of-way. At this time, it
is not anticipated that the project will require any business or residential relocations. Minor
amounts of private property right-of-way takings and/or easements will be required throughout
the project limits for corner rounding and to build certain structures such as retaining walls. A
portion of the Southern Union Company property at the rear of Anawan Street will be taken for
the Water Street Connector. Two complete takings will be required, but these are small vacant or
undeveloped parcels.
The construction of the Water Street Connector will require a permanent taking of approximately
23,694 SF of the city-owned parcel on Water Street. The Gates of the City Monument is located
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Impact Analysis of Alternatives
6-1
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
on this parcel but is not on the portion of the parcel required for the Water Street Connector. The
Monument itself will not be altered and the associated paved area is not expected to be altered
and to remain accessible during construction. However, during construction, approximately
26,810 SF adjacent to the Monument, including the rear driveway loop at the back of the parcel,
will be required for a temporary construction easement. It may be possible for some of the
construction work to be scheduled or suspended temporarily to accommodate specific major
annual events planned for the Monument area. This will be coordinated with city staff and
others. Figures showing these areas are attached to the coordination letter sent to the city and
included in Section 10. 4.
The city-owned parcel that is the location of the Claudio War Monument (located on Figure 4­
19) will not be taken by the project but grading adjacent to the parcel will be required.
Consultation will be carried out with the city and stakeholders to determine where the Claudio
War Monument should be temporarily stored for the construction period, and whether it should
be relocated to a different location after construction.
Two temporary easements will be required within Heritage Park for a total of approximately
52,500 SF. A temporary easement of approximately 16,600 SF within Heritage Park is necessary
to construct a retaining wall near Central Street and to have access to repair the Central Street
Bridge over the Quequechan River. The retaining wall will be constructed on existing MassDOT
right-of-way but access through Heritage Park is necessary during construction. Also within
Heritage Park, the layout of the existing parking lot near the community boating center and boat
launch facility will be modified and will require a temporary easement of approximately 35,900
SF. The number of parking spaces will remain the same and the parking lot will be resurfaced
and re-striped. Use of Heritage Park and the community boating program will continue during
the construction period. Boats for the community boating program are currently stored under the
viaduct structure. However, with the construction of the proposed project and removal of the
viaduct, this storage area will no longer be available.
The realignment and widening of Connector Street between Pocasset Street and Milliken
Boulevard to provide a two-way roadway will require the permanent taking of approximately
3,650 SF of existing grassed area located adjacent to the Fall River Area Chamber of
Commerce’s parking lot. This taking and realignment will allow turning movements to be made
in both directions at the intersection of Connector Street and Pocasset Street.
6.2.3
Two-Way Single-Level Viaduct Alternative
The Two-Way Single-Level alternative would require land takings for the new flyover ramp that
would replace Ramp D in order for the design of the ramp to be acceptable to MassDOT and
FHWA from both a horizontal and vertical perspective. A ramp that would limit right-of-way
impacts (ROW) would be substandard. The potential ROW impacts would include the American
Printing Company building within the National Register-listed American Printing CompanyMetacomet Mill Historic District. Construction of the ramp would also require a construction
easement on the parking lot for the apartment building off Canal Street.
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Impact Analysis of Alternatives
6-2
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
6.2.4
PART 1
NEPA
Environmental Assessment
Rehabilitation of the Existing Two-Level Viaduct Alternative
The Rehabilitation alternative would not result in any right-of-way takings or easements.
6.3
Transportation
6.3.1
Vehicular Connectivity
The At-Grade (Preferred) and Single-Level Viaduct alternatives would change how vehicles
make connections between Route 79, I-195, and surface streets compared with today. A goal of
the project is to improve connections to the waterfront and downtown and to maintain existing
connections to the greatest degree feasible. The following describes the routes vehicles would
use to access key nodes and destinations in the project area under the various alternatives.
The No Build and Rehabilitation alternatives would maintain the existing limited connectivity
between I-195, the waterfront, and the CBD. There would continue to be no direct access to the
waterfront and Heritage State Park from I-195 westbound without having to travel out of the way
both northbound and southbound on Route 79 to access local streets. From I-195 eastbound,
drivers need to either go north on Route 79 for approximately 1.3 miles to reverse direction or
take Ramp Y to Milliken Boulevard and be familiar with local streets to reach the waterfront and
Heritage Park.
The Two-Way Single-Level Viaduct alternative would provide more connectivity compared with
the No Build and Rehabilitation alternatives, since it would have a new off-ramp from I-195
eastbound to Davol Street and Route 79 northbound and a reconstructed off-ramp from Route 79
SB to I-195. A new southbound ramp from Route 79 southbound to Davol Street would be
provided under both alternatives. However, these ramps require extensive land takings and
would be new long elevated structures in the visual environment. Connectivity between the
waterfront to I-195 or Route 79 would still be limited.
As discussed in detail in Section 3.3, the At-Grade (Preferred) alternative will improve vehicular
access to and from the waterfront area with I-195. The At-Grade (Preferred) alternative will
provide direct access from I-195 westbound to the waterfront via Central Street to Water Street,
eliminating the need under existing conditions for auto and truck travelers to proceed north along
Route 79 and loop backwards to the waterfront and Heritage Park via Davol Street.
Access from the waterfront to both Route 79 and I-195 will be provided via the Water Street
Connector and the new signalized intersection of the Connector with Route 79/Davol Street. This
new route eliminates the need for the potentially dangerous U-turn from Broadway Extension
southbound illustrated in Photo 4-5 in Section 4.3.6. New access to I-195 eastbound (in addition
to current westbound access) will be provided from the CBD area via Milliken Boulevard and
the Milliken Connector. Improvements to Connector Street will facilitate access to downtown
from I-195 eastbound.
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Impact Analysis of Alternatives
6-3
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
6.3.2
PART 1
NEPA
Environmental Assessment
Transit and Mass Coastal Railroad
Transit
None of the alternatives, including the No Build, would have any adverse impacts on public bus
routes. Coordination would be carried out during development of the traffic management plan so
that the Southeastern Regional Transit Authority (SRTA) bus routes would not be adversely
affected during construction.
Mass Coastal Railroad
None of the alternatives, including the No Build, would have any adverse impacts to the Mass
Coastal Railroad operations. Coordination would be carried out during development of the traffic
management plan so that operations would not be adversely affected during construction.
The replacement of the Anawan Street Bridge over the railroad is an element of the At-Grade
(Preferred) alternative that will provide a positive impact on railroad operations by increasing the
clearance over the track.
6.4
Traffic Operations Alternatives Analysis
6.4.1
Overview
In the future condition, I-195 freeway sections, weave sections, and ramp junctions will operate
with an adequate Level of Service (LOS D or better) for all Build alternatives and the 2030 No
Build.
For all the Build alternatives, the new intersections on Route 79 and other local intersections are
projected to operate with the same or better overall LOS compared with the No Build 2030
condition. However, substandard weaving maneuvers would remain an issue with both the TwoWay Single-Level Viaduct alternative and the Rehabilitation alternative for the existing twolevel viaduct.
Local intersections are projected to operate with the same or better overall LOS compared to the
No Build condition for all Build alternatives. Two intersections outside the immediate project
limits (Columbia Street at Broadway Extension and Milliken/Durfee at Central Street) will be
improved as part of all the Build alternatives.
A shift in future regional traffic volumes is not expected with any of the Build alternatives,
including the At-Grade (Preferred) alternative as discussed in Section 6.4.3.
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Impact Analysis of Alternatives
6-4
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
6.4.2
PART 1
NEPA
Environmental Assessment
Methodology
Introduction
Future Year 2030 operations for the I-195 freeway sections, weave sections, ramp junctions,
local intersections and the region were evaluated for each alternative. Operations are discussed in
terms of level of service (LOS) for the AM and PM peak hour. The Central Transportation
Planning Staff (CTPS) of the Boston Metropolitan Planning Organization provided estimates of
future travel demand to generate traffic volumes for the No Build and Build alternatives that are
the basis of the LOS analysis.
Level of Service (LOS) is a measure that reflects the relative ease of traffic flow. This scale
denotes different operating conditions that occur under various traffic volume loads. It is a
qualitative measure of the effect of factors such as roadway configuration, speed, travel delay,
freedom to maneuver, and safety. LOS is divided into a range of six letter grades, ranging from
A to F, with A being the best and F the worst.
FHWA uses the American Association of State Highway Transportation Officials (AASHTO)
guidelines for determining which criteria apply to the performance of an intersection. MassDOT
uses its Design Guide for the same purpose. In urban areas, traffic operations of LOS D are
generally considered adequate according to AASHTO and MassDOT guidance, while LOS E or
F are considered inadequate.
Regional and Interchange Area Future (2030) No Build Volumes
2030 Interchange Area No Build Volumes
In order to determine the LOS for future operations under each alternative at the project
interchange, the Central Transportation Planning Staff (CTPS) used its travel demand model to
identify traffic growth. The model simulates the routing of various transportation modes between
areas in a region. Information such as population, employment, number of households, auto
ownership, and parking costs, are some of the inputs for modeling. Future traffic projections
included population and employment forecasts provided by SRPEDD as well as key
development projects in the immediate project area such as SouthCoast Science and Technology
Park, Commerce Park, the proposed South Coast Commuter Rail project, the State Pier
Development, and the City Pier Development.
Based on information provided by CTPS, MassDOT historical traffic counts, and SRPEDD
feedback, an annual growth rate of 1% was assumed to project traffic volumes from existing
2009 ground counts to Year 2030 No Build volumes.
2030 Regional No Build Volumes
Figure 6-1 shows the percent (%) growth in regional traffic volumes between Existing (2009)
and Future (2030) No Build conditions. Volumes are anticipated to increase along the Route 24
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Impact Analysis of Alternatives
6-5
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
corridor approximately 22% over a period of 21 years. The growth on Route 24 was modeled by
CTPS based on planned developments that would be served by Route 24. The 1% annual growth
on Route 24 indicates that there is projected employment, population growth, and traffic
generation along the Route 24 corridor.
Along I-195, volumes are forecast to increase an average of 3.5% in the vicinity of the
interchange. Volumes on the new Veterans Memorial Bridge and Route 79 north of the Veterans
Memorial Bridge are expected to increase by approximately 10%. This increase is likely due to
the completion of the new bridge.
Regional and Interchange Area Future (2030) Build Volumes
2030 Interchange Area Build Volumes
Year 2030 Build volumes for the three Build alternatives were established in order to compare
the impact of the alternatives on future operations. The 2030 No Build traffic volumes were used
for the Two-Way Single-Level Viaduct alternative and the Rehabilitation alternative because
these alternatives would not change conditions in terms of function, lane capacity, and
interchange connections to and from the interstate. Additional modeling was completed to
estimate future traffic volumes for the At-Grade (Preferred) alternative because this alternative
will remove the viaduct and reconfigure the interchange. The specific modeling for the At-Grade
(Preferred) alternative was used to evaluate whether this alternative would impact traffic
regionally from Route 79 in the vicinity of the interchange to other roadways such as Route 24 or
the new Veterans Memorial Bridge or the interchange ramps at the I-195/Plymouth Avenue
Interchange to the east of the project interchange.
2030 Regional Build Volumes
Figure 6-2 shows the regional change in traffic resulting from the At-Grade (Preferred)
alternative. Traffic on I-195 at the interchange is anticipated to decrease by approximately 200
vehicles per hour (vph) in the AM peak hour and 150 vph in the PM peak hour. Traffic on
Veterans Memorial Bridge is anticipated to increase by approximately 200 vehicles per hour
(vph) in the AM peak hour and 150 vph in the PM peak hour. Other regional roadways in the
vicinity are expected to experience minimal traffic impacts. No impact on Route 24 is anticipated
from the At-Grade (Preferred) alternative.
6.4.3
Level of Service (LOS) Alternatives Analysis
Using FHWA methodologies, traffic operations analysis was performed for the Route 79/I-195
Interchange and supporting road network and included the following:
•
•
Freeway sections of I-195 in the vicinity of the interchange were assessed using freeway
analysis methodologies.
Weave sections on I-195 in the vicinity of the interchange were assessed in accordance
with weaving analysis methodologies.
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Impact Analysis of Alternatives
6-6
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
•
•
PART 1
NEPA
Environmental Assessment
Ramp junctions on I-195 at Route 79 were assessed in accordance with ramp analysis
methodologies.
Local at-grade intersections supporting the transportation network and access to and from
the interchange were analyzed in accordance with intersection methodologies.
Future Roadway LOS
No Build
I-195 is a six-lane interstate highway that currently has interchanges at Route 79 and Plymouth
Avenue within the study area limits. Route 79 currently is a four-lane limited access freeway
within the traffic study limits with a lower operating speed than I-195. To complete a capacity
analysis, several types of operational analyses were performed on the existing roadway network
to determine the appropriate level of service (LOS). For the mainline sections of the network of
I-195 at Route 79, the analysis was performed in three basic sets of analyses:
• Basic freeway segments
• Freeway weaving segments
• Freeway merge and diverge segments
The remaining elements of the roadway network analysis consisted of determining the capacity
of the critical intersections within the study area limits. In the case of the No Build analysis,
several intersections where existing elements of Route 79 (exit or entrance ramps) play a critical
role in the highway network were included in the analysis. The following types of analyses were
performed on these intersections:
• Signalized intersection
• Two-Way stop
• All-Way stop
The critical elements of the highway network usually occur at the junction between two of the
roadway sections. In this case, it is the interchange between I-195 and Route 79.
Basic Freeway Segments
No Build
The roadway sections of I-195 from the Braga Bridge east to the interchange at Plymouth
Avenue (Exit 6/7), as well as the section of Route 79 within the project limits, were evaluated
and all sections will operate with adequate level of service (LOS D or better) in both the AM and
PM peak hour for 2030 under the No Build alternative as indicated by the three green circles
shown on Figure 6-3.
All Build Alternatives
The same sections of roadway were evaluated for all the Build alternatives and these sections are
projected to operate with adequate level of service (LOS D or better) in both the AM and PM
peak hour for 2030 also represented by the same three circles shown on Figure 6-3.
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Impact Analysis of Alternatives
6-7
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
None of the alternatives would result in a roadway LOS that is below D.
Future Ramp LOS
No Build
Ramp junctions for the off- and on-ramps (Ramp A and C) for I-195 at the Route 79 Interchange
were evaluated and the ramps will operate with an adequate level of service in both the AM and
PM peak hour for 2030 under the No Build alternative as indicated by the green triangle on
Figure 6-3.
All Build Alternatives
The ramp junctions for the off- and on-ramps (Ramp A and C) for I-195 remain the same for all
the Build alternatives and are projected to operate with an adequate level of service in both the
AM and PM peak hour for 2030 also represented by the green triangle on Figure 6-3.
Future Intersection LOS
No Build
Five intersections (discussed in Section 4.4.1) were evaluated. The intersections will operate
with varying levels of service in both the AM and PM peak hour for 2030 under the No Build as
shown on Figure 6-4 for the AM peak hour and Figure 6-5 for the PM peak hour. Movements
with poor levels of service under existing conditions (discussed below) are projected to worsen
in the future with no transportation improvements.
Broadway Extension at Columbia Street (Intersection # 1 on Figures 6-4 and 6-5) would have
inadequate levels of service for various traffic movements in the AM and PM peak hours of
2030. The overall LOS score rating is projected to be LOS E during the PM peak hour.
Davol Street at Anawan Street/Pocasset Street (Intersection # 2 on Figures 6-4 and 6-5) and
Davol Street at Central Street (Intersection # 3 on Figures 6-4 and 6-5) would both have
inadequate levels of service for various traffic movements in the AM and PM peak hours of 2030
under the No Build condition.
Milliken Boulevard at Ramp Y (Intersection # 5 on Figures 6-4 and 6-5) is projected to have
LOS E for one traffic movement from the Ramp onto Milliken Boulevard during the PM peak
hour.
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Impact Analysis of Alternatives
6-8
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
At-Grade (Preferred) Alternative
New intersections are proposed as part of the At-Grade (Preferred) alternative and some
previously unsignalized intersections are proposed to be signalized.
The new intersections proposed for the At-Grade (Preferred) alternative are expected to operate
with adequate operations during the peak hours. Overall LOS is expected to be adequate, as well
as individual turning movements at these intersections. Only one traffic movement is expected to
operate with LOS E out of all the movements analyzed. That LOS E movement is located on
Anawan Street at its intersection with Route 79 for the PM peak hour only. The project will
make Anawan street one-way eastbound to improve LOS and reduce queues. Other existing
intersections in the project area that will be modified for the At-Grade (Preferred) alternative are
expected to operate similar or better than No Build conditions.
A traffic operations analysis was performed at all proposed signalized intersections under the AtGrade alterative as listed below. The location and numbering of the intersections proposed for
the At-Grade (Preferred) alternative can be located on Figure 5-1.
• Route 79 at Central Street (Intersection #3)
• Route 79 at Anawan Street/Pocasset Street (Intersection #4)
• Route 79 at Water Street Connector / Ramps A & C (Intersection #1)
• Ramp C intersection with the Milliken Connector (Intersection #4)
• Milliken Connector at Milliken Boulevard (Intersection #5)
• Milliken Boulevard/Durfee Street at Central Street
• Columbia and Broadway Extension
The analysis of future (2030) conditions indicated that all signalized intersections would function
at a LOS C or better as defined by the FHWA’s Highway Capacity Manual. A detailed
description of the alternatives analysis for intersection signalization can found in the Traffic
Study in Appendix 1.
Two-Way Single-Level Viaduct Alternative
As part of the Two-Way Single-Level alternative, two existing intersections are proposed to be
signalized: Davol Street at Anawan, and Davol Street at Central. No widening or lane
improvements to the intersections would be included as part of this alternative, however Davol
Street at Anawan Street is projected to operate with inadequate overall levels of service during
both AM and PM peak hours. Davol Street at Central Street is anticipated to have the westbound
left turn movement operate with LOS E during the PM peak hour. All other movements and the
overall LOS for the intersection are expected to operate with adequate levels of service.
The proposed new off-ramp to Davol Street, near City Pier, would operate with adequate levels
of service, except for the left turn lane from the off-ramp during the PM peak hour where it is
expected to operate with LOS E.
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Impact Analysis of Alternatives
6-9
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
Rehabilitation of Existing Two-Level Viaduct
Two existing intersections are proposed to be signalized as part of the Rehabilitation alternative,
Davol Street at Anawan and Davol Street at Central. However, no widening or lane
improvements to the intersections would be included as part of the Rehabilitation alternative.
Davol Street at Anawan Street is projected to operate with inadequate overall levels of service
during both AM and PM peak hours. Davol Street at Central Street is projected to have the
westbound left turn movement operate with LOS E during the PM peak hour. All other
movements as well as the overall LOS for the intersection are projected to operate with adequate
levels of service.
Future Regional Traffic
No Build, Two-Way Single-Level, and Rehabilitation Alternatives
Under the No Build, the Two-Way Single-Level, and the Rehabilitation alternatives, a 1% traffic
annual growth rate is projected to occur at the interchange and in the region.
At-Grade (Preferred) Alternative
The impact of the At-Grade (Preferred) alternative on regional traffic will be minimal. Regional
diversions of traffic are not anticipated. As shown in Figure 6-2, the At-Grade (Preferred)
alternative is anticipated to shift some traffic from the Braga Bridge to the Veterans Memorial
Bridge by approximately 200 vehicles per hour (vph) in the AM peak hour and 150 vph in the
PM peak hour. Other regional roadways in the vicinity are expected to have minimal traffic
impacts. No shift to Route 24 is anticipated from the At-Grade (Preferred) alternative as shown
on Figure 6-2.
Travel times for through-movements in the interchange are not expected to substantially change
with the At-Grade (Preferred) alternative based on the travel time analysis performed in
September 2011 and discussed in Section 6.4.5.
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Impact Analysis of Alternatives
6-10
%
Increase
9.7%
RTE.
24
9.5%
21.7%
RTE.
79
RTE.
24
10.6%
FALL RIVER
3.4%
3.6%
22%
3%
Note: Data obtained from CTPS Travel Demand Modeling
Regional % Growth in Traffic Volumes from
2009 to 2030 No Build
NOT TO SCALE
Route 79 / I-195 Interchange Reconstruction Project
Fall River, MA
Figure 6-1
%
Approximate Change
0%
RTE.
24
5%
0%
RTE.
79
RTE.
24
5%
FALL RIVER
-3%
0%
0%
RTE.
24
0%
Note: Data obtained from CTPS Travel Demand Modeling
Regional % Change in Traffic Volumes
2030 No Build vs. Preferred Alternative
NOT TO SCALE
Route 79 / I-195 Interchange Reconstruction Project
Fall River, MA
Figure 6-2
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NOTE: RAMPS INDICATE EXISTING CONFIGURATION
Future 2030 Roadway Level of Service
(LOS) No Build & All Alternatives
NOT TO SCALE
Route 79/I-195 Interchange Reconstruction Project
Fall River, MA
Figure 6-3
Broadway Extension and Columbia St.
Davol St. and Anawan/Pocasset St.
Davol St. and Central St.
Milliken Blvd/Durfee St. and Central St.
Milliken Blvd and Ramp Y
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LOS shown by color of circle
LOS A - B
LOS C - D
LOS E
LOS F
Un-Signalized Intersection
2030 No Build AM Intersection Level of
Service (LOS)
NOT TO SCALE
Route 79/I-195 Interchange Reconstruction Project
Fall River, MA
Figure 6-4
Broadway Extension and Columbia St.
Davol St. and Anawan/Pocasset St.
Davol St. and Central St.
Milliken Blvd/Durfee St. and Central St.
Milliken Blvd and Ramp Y
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Ci
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Bl
Ramp Y
ay
et St
Bedfo
rd St
St
Pocas
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Ramp C
Tu
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St
on
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Ramp E
Tro
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tto
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NB D
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SB Da
vol St
Fronta
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BR
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Ta
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t
2
AG
A
Cedar St
on
BR
Ri
ve
1.
2.
3.
4.
5.
Signalized Intersection – Overall intersection
LOS shown by color of circle
LOS A - B
LOS C - D
LOS E
LOS F
Un-Signalized Intersection
2030 No Build PM Intersection Level of
Service (LOS)
NOT TO SCALE
Route 79/I-195 Interchange Reconstruction Project
Fall River, MA
Figure 6-5
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
6.4.4
PART 1
NEPA
Environmental Assessment
Evaluation of Intersection Signal Options at Milliken Connector
Introduction
Under existing conditions, the connection from I-195 in the eastbound direction to Milliken
Boulevard via Ramp A/Ramp Y is able to be provided due to the physical separation between the
ramps. This separation allows Ramp A (and Ramp Y) to pass over Ramp C and complete the
connection to Milliken Boulevard. However, many of the existing ramps within the constrained
area of the interchange do not meet current geometric design standards and a key project design
goal is to attempt to eliminate many of the deficiencies. For example, the existing Ramp A
deceleration lane off the Braga Bridge is substandard and increases the potential for rear-end
crashes on I-195 eastbound.
During the development and evaluation of at-grade alternatives, the design team, working with
the Project Task Force, attempted to retain existing connections with I-195, especially the I-195
eastbound connection to Milliken Boulevard. One alternative included a ramp straight off the
Braga Bridge to a new intersection near the Milliken Boulevard Bridge, replicating the
connection that exists today. The high volume of traffic estimated to be exiting on this ramp,
combined with the short storage length on the ramp, indicated that the queues would spill back
onto the mainline of I-195 on the Braga Bridge. The Task Force subsequently suggested that the
design team evaluate other ramp designs to try to keep the Milliken Boulevard connection.
Signal Options Evaluated
Three options for the intersection of Ramps A and C with the Milliken Connector were
evaluated, including:
• full signal (signal for left turn from Ramp A to Milliken connector; left turn from
Milliken connector Westbound to Ramp A);
• ¾ signal (signal for left turn from Ramp A to Milliken Connector EB, see Figure 6-6);
and
• ½ signal design (no signal control on Ramp A; free flow for Ramp A, see Figure 6-7).
These designs were evaluated for their performance in terms of capacity (LOS), queuing
potential, and safety. Although capacity (LOS) is frequently a deciding factor in the evaluation of
traffic designs, it should be noted that the capacity (LOS) of these alternatives was not the
deciding factor. As discussed below, the ½ signal design was selected as the preferred option. A
travel time comparison is provided in the following Section 6.4.4, Travel Time Analysis.
_______________________________________________________________________
Impact Analysis of Alternatives
6-16
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
In order to redesign the interchange ramps to meet the proposed at-grade roadway, (rather than
the existing elevated viaduct), the profiles for Ramps A and C need to be at the same elevation.
In order to continue to provide access to Milliken Boulevard from I-195 eastbound via Ramp A,
one of two options would have to be designed:
1) redesign the profiles of Ramps A, C and E to maintain Ramp Y and allow it to pass
underneath Ramps C and E or
2) construct an at-grade intersection with a signalized left turn movement (referred to as the
¾ signal option).
Redesigning the profiles of the ramps was studied with the Task Force during the development
and evaluation of alternatives and determined infeasible. To separate these ramp movements
requires a difference in grades that would result in elevated ramp structures, much like what
exists today, and the grades of some of the ramps would be too steep to meet national and state
highway design standards.
Consequently, constructing a signalized intersection was evaluated. The full signal, ¾ signal and
½ signal design options were evaluated to determine if the existing connection to Milliken
Boulevard could be maintained.
The full signal option would allow drivers to make a left turn from Ramp A to Milliken
Boulevard via the Milliken Connector and would also allow drivers to make a left turn onto
Ramp A from the Milliken Connector to access Route 79. The full signal option would also
allow a driver to make a right turn from the Milliken Connector to Ramp C to access I-195 in
both directions.
The ¾ signal option (shown in Figure 6-6) would allow the connection from Ramp A to Milliken
Boulevard to be retained by creating an at-grade left turn.
_______________________________________________________________________
Impact Analysis of Alternatives
6-17
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
Figure 6-6 Intersection with ¾ Signal Option
_______________________________________________________________________
Impact Analysis of Alternatives
6-18
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
The ½ signal option (shown on Figure 6-7) does not provide the left turn from Ramp A to
Milliken Boulevard. Drivers can take Ramp A to Route 79 NB to Pocasset Street EB to the CBD.
Figure 6-7 Intersection with ½ Signal Option
_______________________________________________________________________
Impact Analysis of Alternatives
6-19
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
Evaluation of Traffic Operation of Signal Options
Traffic operational issues found for the full signal and ¾ signal options include:
• Substandard deceleration lane (existing horizontal curve) off the Braga Bridge which
increases potential safety concerns for queues at the signal because of the limited sight
distance;
• Potential for rear-end crashes which increases with vehicles queued in the left-turn lane;
• Amount of reaction time required to comprehend signs to guide lane-use decisions due to
closely spaced exits;
• Queuing and delays to enter I-195 that would increase due to reassigning green signal
time to provide for all movements at the intersection.
The full signal option was dismissed early in the evaluation because the left turn movements
would exacerbate the issues listed above, particularly on Ramp A.
Signalized intersections near the crest of vertical curves present a wide range of complexities that
require additional perception-reaction time above those contained in typical Stopping Sight
Distance calculations. National highway design guidance recommends using a Decision Sight
Distance calculation to account for the increased decision time needed for complex maneuvers
like those described above.
The ¾ signal option was dismissed due to the potential safety concerns that may result from a
queue forming during the red portion of the traffic signal cycle with the potential for a back-up
on Ramp A, onto I-195 towards the Braga Bridge. Another concern with the ¾ signal option
would be limited area for signs to indicate the lane use and the short distance to allow drivers
enough time to change lanes.
In summary, although both the ¾ and ½ signal options would still retain a substandard exit
maneuver from the Braga Bridge, the ¾ option would introduce two potential safety concerns for
vehicles stopped at the left turn heading for Milliken Boulevard:
•
The first safety concern is the potential for a rear-end crash involving vehicles queued in
the left turn lane and vehicles making the exit maneuver from I-195 onto Ramp A. The
longer the queue that forms at the signal, the shorter the reaction time for vehicles exiting
the interstate to avoid a rear-end crash or perform an evasive maneuver. The allocation of
additional green time to the left turn could help to reduce this potential conflict but could
not absolutely eliminate it because of the random fluctuations in demand that occur on an
hourly basis that are part of a traffic normal cycle throughout the year, or the result of
special events.
•
The second safety issue with the ¾ signal is the lack of reaction time available that would
be required to make lane decisions based on sequential guide sign information that would
first direct the driver to the exit from I-195 to Route 79 and then direct the driver to
choose the left lane to exit to Milliken Boulevard.
_______________________________________________________________________
Impact Analysis of Alternatives
6-20
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
Travel Time Comparison of “½ Signal” and “¾ Signal” Options
Comparing Trip Times to the CBD
Compared to the ½ signal included in the At-Grade (Preferred) alternative, a ¾ signal at Ramp A
and Milliken Connector would save just over a minute per vehicle during the PM peak hour in
2030 on movements from I-195 eastbound to the CBD. All other movements through the
interchange have similar trip times under the At-Grade (Preferred), with either ½ signal
alternative or a ¾ signal at Ramp A and Milliken Connector.
Comparing Trip Times to St. Anne’s Hospital
Existing signage eastbound on I-195 before the Braga Bridge indicates that the Route 79
interchange is the exit for St. Anne’s Hospital. Trip times to areas south of the interchange, in the
vicinity of St. Anne’s Hospital, would be improved under the ½ signal option compared with the
¾ signal option. Figure 6-8 provides a trip route comparison to St. Anne’s Hospital between the
½ signal and the ¾ signal options. The ½ signal option uses a longer route but it is on an arterial
roadway (Broadway Extension/Route 138) which has fewer intersections with either stop signs
or traffic signals. Although the ¾ signal option is shorter in distance, it uses local roads with
increased pedestrian crossing conflicts and has more intersections with either stop signs or traffic
signals. Therefore, the ½ signal option is anticipated to provide better accessibility to key
locations south of the interchange, particularly St. Anne’s Hospital.
Figure 6-8: Trip Time Comparison Signal Options to St. Anne’s Hospital from I-195 EB
_______________________________________________________________________
Impact Analysis of Alternatives
6-21
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
Conclusion
The ¾ signal option (signal for left turn from Ramp A to Milliken Connector EB) has been found
unacceptable.
The ½ signal option has been selected as the preferred signal option. It eliminates the potential
safety problems associated with the ¾ signal option with only a small increase in travel times to
the CBD area (east of the interchange). The proposed ½ signal design option provides access
from I-195 eastbound to Milliken Boulevard by several alternate routes which will not
substantially increase travel times to the CBD, and it will decrease travel times to the waterfront
area.
The City of Fall River's Office of Economic Development commissioned a peer review of the ¾
signal option at Ramp A from I-195 and Milliken Connector (Traffic Engineering Peer Review
letter, Vanasse & Associates, Inc., March 16, 2012). A subsequent review of issues identified by
MassDOT (VAI letter, April 20, 2012) resulted in agreement that the Milliken Connector signal
design must be in accordance with appropriate stopping sight distance and decision sight
distance requirements, and that the ¾ signal option does not allow for the necessary decision
sight distance without significant impacts to project cost and schedule.
An improved Connector Street and its intersections with Pocasset Street and Milliken Boulevard
will serve as the primary travel route between I-195 eastbound (Ramp A) and Milliken
Boulevard in the Preferred alternative. The conversion of Connector Street to two-way flow will
result in travel times to reach Milliken Boulevard that would be comparable to that attained
under the ¾ signal alternative. All correspondence relative to this issue, including a concluding
email from the Fall River Office of Economic Development, is provided in Appendix 1, on the
CD and also as paper copies at the end of this document.
6.4.5
Travel Time Analysis
Travel times through the Route 79/I-195 interchange are not expected to substantially change
with the At-Grade (Preferred) alternative. This section provides information that discusses
estimated travel times for the No Build and all Build alternatives. Additional analysis of travel
times specific to the At-Grade (Preferred) alternative is also discussed.
6.4.5.1 Regional Travel Time Estimates for Alternatives
Regional traffic is not expected to shift to alternate routes with the minor increase in travel times
resulting from the At-Grade (Preferred) alternative. A projected increase for Year 2030 of less
than two minutes would have a negligible effect on regional travel behavior. The impact of the
addition of at-grade signalized intersections (interrupted traffic flow) found in the At-Grade
(Preferred) alternative is compared below to the No Build, Two-Way Single-Level Viaduct, and
Rehabilitation alternatives, which feature uninterrupted traffic flow.
_______________________________________________________________________
Impact Analysis of Alternatives
6-22
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
The four major directions of traffic flow through the I-195/Route 79 interchange area were
evaluated to derive the extra travel time (signal delay) that will result. These movements are:
• From the north, traveling southbound on Route 79 to I-195 eastbound;
• From the north, traveling southbound on Route 79 to I-195 westbound;
• From the south, traveling north on Broadway Extension to I-195 eastbound;
• From the south, traveling north on Broadway Extension to I-195 westbound.
The No Build, Two-Way Single-Level, and Rehabilitation alternatives are projected to have
travel times through the interchange of 0.8 and 0.9 minutes compared to 2.4 and 2.5 minutes for
the At-Grade ((Preferred) alternative which is a difference of 1.6 minutes as shown in Table 6-1.
An example regional trip would start at Exit 7 on Route 24 at the point where Route 79 separates
from Route 24 in Freetown and be destined for I-195 westbound to Swansea over the Braga
Bridge. This trip would be approximately 9.0 miles in length, ending at the first exit on I-195 in
Swansea. Traveling at the prevailing speed of 45 mph, this trip would last approximately 12
minutes. Under the At-Grade (Preferred) alternative, it is projected that this trip would take 13.6
minutes. Therefore, Design Year 2030 travel times from Route 79 southbound destined for I-195
EB or WB are expected to increase by approximately 1.6 minutes under the At-Grade (Preferred)
alternative in the PM peak compared to No-Build.
Travel times from Broadway Extension on the south to I-195 EB or WB for the At-Grade
(Preferred) alternative are expected to increase by approximately 0.2 minutes through the
interchange compared to the No Build, Two-Way Single-Level, and Rehabilitation alternatives.
Table 6-1 Travel Time Through the Interchange for Year 2030, PM Peak Hour
Interchange Movements
Alternatives
No Build
At-Grade (Preferred)
Two-Way Single-Level
Viaduct
Rehabilitation of Existing
Viaduct
1.
Estimated Time is in minutes.
Source: Jacobs
Broadway
to I-195 EB
1.01.
1.2
Broadway to
I-195 WB
1.1
1.3
Rte 79 SB to
I-195 EB
0.8
2.4
Rte 79 SB to
I-195 WB
0.9
2.5
1.0.
1.1
0.8
0.9
1.0
1.1
0.8
0.9
6.4.5.2 Regional-to-Local Travel Time Estimates for Alternatives
To evaluate regional to local travel times (Year 2030), travel routes were given a destination to
the waterfront or downtown Fall River (CBD) to evaluate travel times to local destinations rather
than through the interchange to regional destinations. In one case, the movement from I-195 EB
to CBD is expected to have an increase in travel time since Ramp Y will be removed under the
_______________________________________________________________________
Impact Analysis of Alternatives
6-23
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
At-Grade (Preferred) alternative. However, movements from I-195 WB to the waterfront and
CBD and from I-195 EB to the waterfront are expected to take less time than under No-Build.
Travel time estimates for Design Year 2030 indicate that the At-Grade (Preferred) alternative
will reduce travel times compared to No-Build conditions for 3 out of 4 key I-195 movements
destined to the waterfront and CBD Fall River.
Travel time differences between No-Build and all the Build alternatives from I-195 to the
waterfront area and CBD are shown in Table 6-2 and the bar graph in Table 6-3.
As can be seen in Tables 6-2 and 6-3, there is a difference between the Rehabilitation of the
Existing Viaduct alternative and the No Build for the movement from I-195 WB to the
waterfront because the Rehabilitation alternative assumes traffic signal control at Davol Street at
Anawan Street/Pocasset Street and at Central Street. Under the No Build, these two intersections
are stop controlled. Changes in the type of traffic control change vehicular delays at
intersections. These changes in vehicular delays impact and change overall (cumulative) travel
times between the Rehabilitation of Existing Viaduct alternative and No-Build.
Table 6-2 Projected Travel Time for Key Local Movements
Year 2030, PM Peak Hour
Routes
Alternative
No Build
At-Grade
(Preferred)
Two-Way
Single-Level
Viaduct
Rehabilitation
of Existing
I-195 WB to
Waterfront
I-195 WB
to CBD
I-195 EB to
Waterfront
I-195 EB
to CBD
Total
Minutes for
Movements
Shown
2.71.
7.5
4.0
1.9
16.1
1.5.
3.9
2.3
3.2
10.9
-5.2
1.7
5.3
3.7
1.9
12.6
-3.5
3.2
7.5
3.6
1.9
16.2
0.1
Compared
to No Build
1.
Travel time in minutes
Source: FXM Associates, Jacobs
There is an improvement in travel times with the Two-Way Single-Level Viaduct alternative
because it has three (3) ramp changes that improve travel times compared to No-Build:
•
•
A new ramp is provided diverging from Ramp A to Davol Street.
Existing Ramp F is eliminated.
_______________________________________________________________________
Impact Analysis of Alternatives
6-24
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
•
PART 1
NEPA
Environmental Assessment
A new Ramp H is provided as a connection to Central Street to replace the removed
Ramp F.
These changes in interchange ramps impact and change overall (cumulative) travel times
between the Two-Way Single-Level Viaduct Alternative and No-Build.
As indicated by the travel time data in Table 6-3, vehicular accessibility to the Central Business
District (CBD) from I-195 westbound is also improved with the At-Grade alternative compared
to the No Build, the Two-Way Single-Level Viaduct and the Rehabilitation alternatives. There is
a moderate degradation of travel times to the CBD from I-195 eastbound under the At-Grade
(Preferred) alternative compared to the other alternatives due to the removal of Ramp Y.
Table 6-3 Minutes of Travel for Movements Indicated: Year 2030, PM Peak Hour
Minutes of Travel for Movements Indicated: Year 2030, PM Peak Hour
I-195 WB to Waterfront
8
I-195 WB to Downtown
7
I-195 EB to Waterfront
I-195 EB to Downtown
Minutes of Travel Time
6
5
4
3
2
1
0
No-Build
Preferred Alternative
Single Level Viaduct
Rehab and Repair
Source: FXM Associates, Jacobs
6.4.5.3 Estimated Annual Travel Time Savings for Alternatives
As shown in Table 6-4, the At-Grade (Preferred) alternative results in substantial travel time
savings for the high-volume Route 79 southbound to Downtown (CBD) movement (Year 2030).
Compared to the No Build, the At-Grade (Preferred) alternative results in about a 6.6-minute
travel time saving during the PM peak hour which is 19,000 vehicle hours saved per year by
2030. Although the Single-Level Viaduct results in the highest annual time savings, this
alternative does not meet the other needs in the project area. The Rehabilitation alternative saves
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Impact Analysis of Alternatives
6-25
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
approximately 3 minutes over the No Build due to signalizing intersections at Central and
Anawan Streets.
Table 6-4 Minutes of Travel per Vehicle
PM Peak Hour, 2030; and Annual Time Savings (Total Vehicles), 2030
Alternative
No Build
At-Grade
(Preferred)
Single-Level
Viaduct
Rehabilitation
of Existing
Route 79 SB to
Downtown (CBD)
Route 79 to I-195 E/W
Estimated
Trip Time
per
Vehicle
(min)
9.3
2.7
Estimated
Annual
Time
Savings1
(Hrs)
n/a
-19,030
Estimated
Trip Time
per
Vehicle
(min)
0.6
1.9
5.1
-12,317
0.6
3.9
-15,611
0.6
Estimated
Annual
Time
Savings1
(Hrs)
n/a
30,964
All Movements Thru
Interchange
Estimated
Trip Time
per Vehicle
(min)
Estimated
Annual Time
Savings1 (Hrs)
34.0
23.8
n/a
6,184
0
28.4
-14,282
0
30.5
-11,456
1
Compared to No Build Movements
Source: FXM Associates, Jacobs
It should be noted that these annual travel times are estimated, based on the intersection designs
under review at the time of the analysis. Trip times for specific movements may vary if
intersection designs or signal timing are refined. But the variance in times would not be expected
to alter conclusions.
6.4.5.4 Impacts on Emergency Response Times
Project area hospitals include the Charlton Hospital on Highland Avenue and Saint Anne's
Hospital on Middle Street off Main Street. Although the I-195 Exit 6/7 at Plymouth Avenue is
not posted as a hospital route, it provides a more direct route to the Fall River hospitals than the
Route 79/I-195 Interchange. However, Saint Anne's Hospital can be reached via the Route 79
Interchange.
In general, trauma cases are taken to the Rhode Island Hospital in Providence, RI and would not
use the project interchange. Table 6-5 indicates whether there would be a change in the route or
response time for the drivers traveling to Fall River hospitals.
It is not anticipated that routes to local hospitals or response times would be substantially
impacted with the At-Grade (Preferred) Alternative. During construction, communication
updates will be given to the area towns and the city relative to detour routes or construction
activities.
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Impact Analysis of Alternatives
6-26
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
Table 6-5 Changes in Routes/Travel Times to Area Hospitals with At-Grade (Preferred) Alternative
Town
1.
Hospital Destination
Saint Anne's
Rhode Island Hospital3.
Hospital
May require alternative No change in route or travel
route but not additional time.
travel time. 2.
Would add
No change in route or travel
approximately 2
time.
minutes. 2.
No change in route or travel
Would add
time.
approximately 2
2.
minutes.
No change in route or travel
No change in route or
time.
travel time. 2.
Charlton
Hospital
Swansea
No change in
route or travel
time.
Somerset
No change in
route or travel
time.
Freetown
No change in
route or travel
time.
Westport
No change in
route or travel
time.
1.
The route to Charlton Hospital does not go through the Route 79/I-195 interchange,
2.
Trips involve non-emergency trips to Saint Anne's Hospital and use the I-195 Plymouth
Avenue Exit 6/7.
3.
The area towns take all trauma cases to R.I. Hospital.
Source: Jacobs
6.4.5.5 At-Grade (Preferred) Alternative Travel Times
Data Collection in September 2011
A travel time analysis was performed to compare field collected travel times versus modeled
travel times for the At-Grade (Preferred) alternative. During the data collection, there were
substantial construction activities on-going. FHWA, MassDOT, and Jacobs were aware of these
construction activities before scheduling the data collection. The following temporary traffic
management features were in place:
• Route 79 NB- 1 lane closed due to construction.
• Route 79 SB- 1 lane closed due to construction.
• Ramp G closed due to construction.
• Stop control added for S. Davol Street merge to Rte 79 SB.
• Stop control added for Ramp A merge to Rte 79 NB.
• Stop control added for Ramp C merge to I-195 WB.
• Braga Bridge 6 lanes reduced to 4 lanes due to painting project.
However, even with these construction activities, “free flow” (uncongested) traffic conditions
were observed at the interchange during the both AM and PM peak period travel time runs. The
closed lanes on Route 79 northbound and southbound did not produce traffic congestion. No
significant delays were observed at the temporary stop control signs erected at the interchange
merge points.
The travel time data collection effort was performed on September 22, 2011 (Thursday) during
the morning and evening peak hours. Travel time data was collected on seven routes. Each of
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Impact Analysis of Alternatives
6-27
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
seven routes represented a typical trip through the interchange. For example, one of the routes
started just north of the I-195/Route79 interchange on Route 79, traveled through the interchange
and was completed on I-195 just east of the interchange. The routes were developed for trips
through the interchange from each direction north, south, east, and west of the interchange.
Existing Travel Times vs. Estimated At-Grade (Preferred) Alternative Travel Times
The travel time data collected for the seven trip routes were averaged and used to compare
existing travel conditions to the modeled results for the At-Grade (Preferred) alternative under
these same existing conditions (i.e., as if it were in operation today).
FHWA requested a comparison of field collected travel times versus modeled for the At-Grade
(Preferred) alternative. The At-Grade (Preferred) alternative analysis (Design Year 2030) for the
AM and PM was adjusted to reflect existing traffic volumes (Current Year 2011). The
comparison showed that the travel times through the existing interchange and the estimated
travel times for the At-Grade (Preferred) alternative under current year conditions are similar.
The average difference in travel times across all routes examined between the field travel times
and the travel times estimated for the At-Grade (Preferred) alternative was found to be less than
5 seconds, for both peak periods. Table 6-5 shows the averaged travel times for the traveled
routes and the difference between the field data and modeled/estimated At-Grade (Preferred)
alternative under current volumes.
Table 6-6 Travel Time Analysis for At-Grade (Preferred) Alternative
Average Total
Travel Time for
7 Routes
in seconds (s)
1.
2.
Field (s) 1.
AM
PM
113
118
Model (s) 2
AM
PM
115
123
Difference (s)
AM
PM
2
4
Field Travel Time Data averaged for 7 routes in seconds.
Model Travel Time data averaged for 7 routes in seconds.
Source: Jacobs
Since travel time differences between the field and model cases were minimal, all seven routes
were averaged. Additional detail and information on the analysis and findings of the analysis is
provided in the memo FHWA Requests for Additional Analysis, Jacobs, October 26, 2011
included in the Traffic Study in Appendix 1.
6.5
Pedestrian / Bicycle Accommodations Alternatives Analysis
Under all alternatives, sidewalks that are damaged during construction would be repaired upon
completion of the project. In response to comments received during the Task Force and public
information meetings, the feasibility of a pedestrian bridge from the neighborhood east of Route
79 to Heritage Park either from Pine Street or Walnut Street was evaluated. As discussed in
detail in Section 11.5, a pedestrian bridge is not included in this project.
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Impact Analysis of Alternatives
6-28
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
6.5.1
PART 1
NEPA
Environmental Assessment
No Build
Minimal improvements for pedestrians and cyclists could be made with the No Build alternative,
limited to sidewalks that are damaged during repair or construction. Emergency repairs to the
viaduct and ramps would typically not involve sidewalks on local streets. Sidewalks in the
project area would remain narrow and in poor condition. Existing sidewalks that are
reconstructed would be in compliance with ADA, except for some sidewalks that may require
applying for waivers because of the existing steep topography.
6.5.2
At-Grade (Preferred) Alternative
The scope of the At-Grade (Preferred) alternative includes eliminating the Route 79 viaduct and
rebuilding Davol Street from Route 138 to the underpass north on Route 79 near Cedar Street,
building the Water Street and Milliken Connectors, new Anawan Street railroad bridge, and
changes to ramps, etc. This broad scope would require more sidewalk construction and
reconstruction than any of the other alternatives. The project limits are shown on Figure 3-1.
Traffic volumes on Davol Street/Route 79 will increase considerably with this alternative
compared to alternatives that retain the elevated roadway and separate local and regional traffic.
The quality of service for pedestrians and cyclists crossing Davol Street/Route 79 and traveling
north-south would be degraded by the higher traffic volumes.
However, this alternative provides a new shared use path (bicycle and pedestrian) between
Milliken Boulevard and Route 79. Along the new Water Street Connector there will be a
sidewalk on the south side, with 5-foot bike lanes on both sides. These two new connector streets
would add another direct route to and from the waterfront, an alternative to Central Street for
pedestrians and cyclists. New signalized intersections with pedestrian phases and crosswalks
would improve access to the existing waterfront boardwalk in Heritage Park. An evaluation of
sidewalks and the potential for a bike lane and other enhancements will be evaluated for Harbor
Terrace as the design advances. Signalized intersections will have pedestrian crosswalks; all
traffic signals will have pedestrian signal indications. New sidewalks will meet or exceed
Americans with Disabilities Act (ADA) standards. Existing sidewalks that are reconstructed will
be in compliance with ADA, except for some sidewalks that may require waivers because of the
existing steep topography. Improvements for pedestrians and cyclists with the At-Grade
(Preferred) alternative are shown on Figure 3-5 in Section 3.5.
6.5.3 Two-Way Single-Level Viaduct Alternative
The Two-Way Single-Level Viaduct alternative (replacement alternative) would provide
improvements for cyclists and pedestrians over existing conditions and the No Build. Some local
study-area streets could be rebuilt as part of construction of the new viaduct. Bike lanes and
improved sidewalks could be added to select streets. Two new signalized intersections on Davol
Street would have pedestrian crosswalks; all traffic signals would have pedestrian signal
indications. New sidewalks would meet or exceed Americans with Disabilities Act (ADA)
standards. Existing sidewalks that are reconstructed would be in compliance with ADA, except
for some sidewalks that may require waivers because of the existing steep topography. This
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alternative features a viaduct for Route 79 traffic that would separate approximately 35,000
vehicles per day from local traffic, pedestrians and cyclists. The quality of service for pedestrians
and cyclists traversing and crossing Davol Street would likely be better under a viaduct solution
than under the At-Grade (Preferred) alternative that would have four times more traffic passing
through the intersections. A sidewalk on the east side of Davol Street could be added as part of
rebuilding Davol Street here. Sidewalks and a bike lane and other enhancements could be added
to Harbor Terrace.
However, this alternative would not provide improvements for pedestrians and cyclists along
Milliken Boulevard, Water Street, or Davol Street north of Central Street. Canal Street would be
discontinued with this alternative but no new pedestrian connection to Broadway Extension
would be established due to the proposed ramps to Route 79 and I-195. Sidewalks would remain
narrow and in poor condition in most parts of the project area. A shared used path would not be
provided with this alternative, leaving Central Street as the only direct connection to the
waterfront.
6.5.4
Rehabilitation of the Existing Two-Level Viaduct Alternative
Improvements to pedestrian and bike accommodations would be limited to the streets and
sidewalks directly impacted by the construction of this alternative, since the alternative would be
limited to repairing the structures and does not involve local streets or local street connectors.
The opportunity for rebuilding streets with bike lanes and sidewalks is minimal. This alternative
would provide two signalized intersections at Davol Street/Central Street and Davol
Street/Anawan Street that would have pedestrian crosswalks and all traffic signals would have
pedestrian signal indications. Existing sidewalks that are reconstructed would be in compliance
with ADA, except for some sidewalks that may require waivers because of the existing steep
topography. A shared used path would not be provided with this alternative, leaving Central
Street as the only direct connection to the waterfront.
In addition, this alternative would not enhance the visual and aesthetic environment for
pedestrians and cyclists due to the removal or the viaduct and provision of at-grade roadways.
6.6
Air Quality Alternatives Analysis
No Build and All Build Alternatives
Future air quality under the 2030 No Build and all the Build alternatives would be in
conformance with the National Ambient Air Quality Standards.
As discussed in Section 4.6, the Route 79/I-195 Interchange Reconstruction Project has been
included in SRPEDD’s 2012 Regional Transportation Plan and the TIP for FY 2012-2015, and
does not require an air quality conformity determination. The project thereby conforms to the
requirements of the Clean Air Act to attain or maintain compliance with the National Ambient
Air Quality Standards.
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There will be a potential for short-term temporary impacts on ambient air quality during
construction from the operation of construction equipment, demolition and overall construction
for any of the Build alternatives. The selected Design-Build contractor will be required to
develop a plan that includes Best Management Practices for controlling dust generated during the
project construction period. The plan will include details as to how dust emissions will be
controlled and/or minimized for demolition activities, earthwork activities, stockpiling of
material, and construction. Control measures include, but are not limited to, dust suppression
agents, wind screens, wind barriers, plastic tarp protection, and truck cargo covers during
transport. Additionally, vehicles leaving the construction site shall have no mud and dirt on the
vehicles body or wheels and the contractor will be responsible for clean-up of public roadways
and walkways impacted by construction.
6.7
Noise Alternatives Analysis
6.7.1 Introduction
A project area noise impact analysis was conducted to assess the effects of each Build alternative
on potential sensitive noise receptors and to determine if any receptors would be impacted as
defined by the MassDOT noise policy. Noise impacts are defined by MassDOT in two ways. A
noise impact occurs when the computed existing or future sound levels approach (within 1
decibel) or exceed the FHWA Noise Abatement Criteria (NAC). For example, the NAC for
residential areas (Activity Category B) is 67 decibels. MassDOT defines an impact for residential
areas when sound levels reach or exceed 66 decibels. A noise impact also occurs when the
computed future sound levels exceed the loudest existing sound levels by 10 decibels or greater.
If adverse noise impacts are predicted, noise reduction measures must be evaluated to determine
if construction of a noise barrier is feasible and reasonable in accordance with the MassDOT
Type I and Type II Noise Abatement Policies and Procedures.
Noise impacts would be the same for the No Build and Rehabilitation alternatives since there
would be no changes to the overall Route 79 and I-195 interchange configuration.
Under the At-Grade (Preferred) alternative, the existing Route 79 viaduct structure would be
replaced with an at-grade roadway facility, altering the physical geometry of the interchange and
its relationship to noise receptors.
Under the Single-Level Viaduct alternative, the existing two-level Route 79 viaduct would be
replaced by a new single-level viaduct, moderately altering the geometry of the existing
interchange.
As a result, some areas would experience slight noise increases as a result of new travel patterns
and altered roadway geometries throughout the interchange under the Single-Level Viaduct and
At-Grade (Preferred) alternatives, but no receptors would be “impacted” by noise levels, as
defined in the noise policy and described above.
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Table 6-1 below shows comparative noise modeling results for all potential alternatives as
discussed below.
6.7.2
No Build
The noise impacts for the No Build alternative and the Rehabilitation alternative are the same
because the geometry of the existing interchange would not change. All receptors in the No
Build and Rehabilitation alternatives would experience an increase of 0 to 1 dBA over existing
conditions. This small increase represents the baseline (No Build) increase in future noise
exposure resulting from background traffic growth assumed in and around Fall River for the
future year 2030. The 14 noise receptors (shown on Figure 4-15 in Section 4) subject to the
Noise Abatement Criteria (NAC) approach threshold of 66 dBA for land use Categories B and C
would experience noise levels between 56 and 65 dBA in the Rehabilitation alternative. The four
noise receptors subject to the NAC approach threshold of 71 dBA for Category E would
experience 61 to 67 dBA (see Table 6-7). Although there will be very slight increases in noise at
some receptors, noise impacts (as defined by the MassDOT criteria) are not predicted to occur
with the Rehabilitation alternative.
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Table 6-7 Modeled Future (2030) Sound Levels
Receptor
R1
R2
R3
R4
R5
R6
R7
R8
R9-a
R9-b
R10-a
R10-b
R11
R12
R13
R14
R15
R16
Existing
Conditions
[Leq(h),
dBA]
63
63
61
59
63
64
64
58
66
67
60
65
60
59
61
63
62
56
NAC*
For
Activity
Category
At-Grade
(Preferred)
Two–Way SingleLevel Viaduct
Rehabilitation
Alternative/
(No Build)
65
64
63
58
64
65
65
61
70
70
63
67
64
62
62
64
63
57
63
63
65
64
65
65
65
60
68
70
63
66
60
61
62
65
64
56
64
64
62
60
64
65
65
59
67
67
61
66
61
60
61
64
63
56
67
67
67
67
67
67
67
67
72
72
72
72
67
67
67
67
67
67
Source: Noise Analysis, Jacobs [Leq(h), dBA]: hourly equivalent sound level (Leq).
See discussion in Section 4.7 and Figure 4-15 for a discussion of noise measuring methodology and location of
the noise receptors.
* Impacts occur if the noise levels approach the Noise Abatement Criteria (NAC) within one decibel or increase
10 decibels over existing conditions.
6.7.3
At-Grade (Preferred) Alternative
The 14 noise receptors subject to the NAC approach threshold of 66 dBA for land use Categories
B and C would experience noise levels between 57 and 65 dBA for the At-Grade (Preferred)
alternative. The four noise receptors subject to the NAC approach threshold of 71 dBA for
Category E would experience 63 to 70 dBA under the At-Grade (Preferred) alternative. No
receptor would exceed the NAC established for the land use category.
Therefore, no evaluation of noise abatement is required for the At-Grade (Preferred) alternative.
Although no noise impacts are predicted to occur, the many changes to existing roadway
geometries and their significance to receptors at noise sensitive locations have been evaluated
and are discussed.
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Receptors R1 and R2 in Heritage Park would experience an increase of 1 to 2 dBA over existing
conditions due to the closer proximity of Route 79 southbound travel lanes which would occupy
approximately the same space as existing Davol Street (see Table 6-3). Receptors R3 and R5 are
predicted to experience only an increase of 1 to 2 dBA over existing. The prediction at R4
registered a decrease of 1 dBA, likely due to the elevated hilltop location. Closer to Central
Street, receptors R6 and R7 would experience an increase of 1 dBA due to exposure to the ramp
system connecting I-195 to Route 79, and traffic traveling on Central Street.
The At-Grade (Preferred) alternative would widen the intersection at Anawan Street and
Pocasset Street with Route 79, replacing the existing intersection with Davol Street. The
commercial developments presently located at this intersection, covered by receptors R9-a, R9-b,
R10-a, and R10-b, are predicted to experience an increase of 2 to 4 dBA over existing. Similarly,
receptors R11 and R12 would experience an increase of 3 to 4 dBA due to the addition of the
Milliken Connector providing access from Broadway Extension and Route 79. Receptor R8
would also experience an increase of 3 dBA over existing as a result of the proposed Water
Street Connector roadway facility which would intersect with Route 79. Receptors R13 through
R16 would only experience an increase of 1 dBA over existing conditions.
Although there will be increases in noise at some receptors, noise impacts (as defined by
MassDOT) are not predicted to occur with the At-Grade (Preferred) alternative and therefore
consideration of noise abatement is not required.
6.7.4
Two-Way Single-Level Viaduct Alternative
With the Two-Way Single-Level Viaduct alternative, the 14 noise receptors subject to the NAC
approach threshold of 66 dBA for Categories B and C would experience noise levels between 56
and 65 dBA, while the four noise receptors subject to the NAC approach threshold of 71 dBA for
Category E would experience 63 to 70 dBA (see Table 6-3). Although there will be slight
increases in noise at some receptors, noise impacts (as defined by the MassDOT criteria) are not
predicted to occur with the Single-Level Viaduct alternative.
The Single-Level alternative is predicted to have contrasting effects on areas along Route 79
north of Central Street. There would be no change at locations R1 and R2 over existing noise
levels. At locations R3 through R5, there would be increases of 2 to 5 dBA over existing
conditions. Closer to Central Street, receptors R6 and R7 are predicted to experience an increase
of 1 dBA over existing. These receptors are less affected by changes to Route 79 due to their
exposure to the ramp system connecting I-195 to Route 79, as well as traffic traveling on Central
Street.
At receptors R8, R9-a, R9-b, R10-a, and R10-b, this alternative would result in increases of 1 to
3 dBA over existing. Receptors R11 and R12 would experience an increase in noise levels of 0 to
2 dBA.
The Single-Level Viaduct alternative would add a new flyover ramp which directly connects
Route 79 southbound with ramps leading to I-195. This alternative would increase traffic noise
exposure at receptors R13, R14 and R15 by 1 to 2 dBA over existing noise levels.
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Rehabilitation of the Existing Two-Level Viaduct Alternative
The noise impacts for the Rehabilitation alternative are the same as for the No Build alternative
because the geometry of the existing interchange would not change. See Section 6.7.2 for a
discussion of the Rehabilitation alternative.
6.8
Wetland/Floodplain Alternatives Analysis
6.8.1
No Build
No impacts to wetlands or floodplains would result from the No Build because there would be no
change to existing conditions and no new construction within wetland resources.
6.8.2
At-Grade (Preferred) Alternative
The At-Grade (Preferred) alternative will not permanently alter state-regulated wetland resources
but will alter federal-regulated wetlands. The Quequechan River Bypass Channel is a
jurisdictional wetland resource under Section 404 of the federal Clean Water Act, but not under
the Massachusetts Wetlands Protection Act per the Order of Resource Area Delineation issued
by the Fall River Conservation Commission on April 12, 2011. Since the ACOE has determined
that the area of the Quequechan River Bypass Channel is jurisdictional, DEP also considers the
area jurisdictional for Section 401 review. A portion of the Bypass Channel will be filled and
reconstructed as a culvert to accommodate roadway piers which will impact approximately 7,400
SF (210 LF) of the Quequechan River Bypass Channel.
Work to repair and strengthen the stone arch Central Street Bridge over the tidal Quequechan
River will require temporary work platforms in the river, temporarily impacting Land Under
Ocean. Turbidity controls will minimize impacts to water quality during the construction period.
Work will take place adjacent to Crab Pond, the Quequechan, and the Taunton Rivers within the
state regulated 100-foot Buffer Zone. Approximately 7,200 SF of the Buffer Zone adjacent to
Crab Pond that is now a grassy area will be permanently altered for the proposed Water Street
Connector. The Buffer Zone is separated from the pond by a sheet pile wall.
Approximately 76,000 SF of Buffer Zone adjacent to the Quequechan and Taunton Rivers will
be temporarily impacted during construction. The work will consist of repairs to existing
structures, removal of structures, relocation of pier footings and reconstruction of the parking lot
in Heritage Park for the community boating program and boat launch. These areas currently
consist of previously disturbed land under the Braga Bridge and the community boating parking
area in Heritage Park. The characteristic of the area will not change from its existing condition
during or after construction.
Erosion controls and other Best Management Practices (BMPs) will be implemented during
construction to protect adjacent wetland resources. Turbidity controls and erosion and
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sedimentation controls will be installed and maintained to protect Crab Pond, the Quequechan
River and the Taunton River.
The project would be exempt from the Riverfront Area (RA) regulations since it will obtain a
Chapter 91 license as discussed in Section 9.10. The work within the RA will consist of repairs
to existing structures, removal of structures, relocation of pier footings and reconstruction of the
parking lot in Heritage Park for the community boating program and boat launch. These areas
currently consist of previously disturbed land under the Braga Bridge and the community boating
parking area in Heritage Park. The characteristics of the RA are not expected to change from its
existing condition.
Although the project is within mapped floodplain as shown on Figure 4-17, impacts to
floodplains are not anticipated. Floodplain would not be filled because proposed roads are above
the flood elevation either on structures (which would replace existing ramps or bridges) or
existing filled embankments.
According to the FEMA mapping, a short segment of the proposed reconstruction of existing
Route 79 roadway along the west edge of the corridor and immediately north of the Central
Street intersection falls within the 100-year Flood Velocity Hazard Zone on plan view. However,
the V Zone flood surge elevation is 19. The existing and proposed roadway is above this
elevation. Additionally, the elevation of the roadway in this segment is about 30+ feet higher in
vertical elevation than water’s edge of the Quequechan River and about 80 feet east of the river.
The Quequechan River is defined and contained by an existing granite block seawall that
provides approximately 3 feet of reveal height above normal high water.
The road grade between the existing seawall and the edge of roadway inclines in elevation
another +27 feet on existing embankment slope. The localized widening of the southbound edge
will be inconsequential to any significant loss of flood storage as measured along the length of
the highway corridor as a whole. The proposed road improvements within the framework of this
horizontal and vertical buffer will continue to be provided protection from flood and surge
conditions as is the case with the existing roadway over the last 50+ years.
Overall, there are no adverse impacts to floodplain anticipated with the roadway improvements
proposed for this small, localized area of the project. The majority of the critical storm surge
wave action during a 100-year flood under V-Zone condition will occur further west of the
confluence of the Quequechan River and the Taunton River, located about 600 feet away from
the limits of the proposed roadway improvements. This is primarily due to the unique
configuration of the Quequechan River at Battleship Cove. This configuration provides a
sheltered waterway area within this zone of the coastline which is not directly impacted by the
wave action occurring in greater Mount Hope Bay and the Taunton River.
6.8.3
Two-Way Single-Level Viaduct Alternative
The Single-Level Viaduct alternative would not directly impact (fill) any wetland resources.
However, this alternative would include the repair of the stone arch of the Central Street Bridge
over the Quequechan which will require temporary work platforms in the river that will
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temporarily impact Land Under Ocean. Turbidity controls will minimize impacts to water
quality.
6.8.4
Rehabilitation of the Existing Two-Level Viaduct Alternative
No impacts to wetlands or floodplains would result from the Rehabilitation alternative because
there would be no change to existing conditions and no new construction within wetland
resources.
6.9
Wildlife and Fisheries
6.9.1
No Build
The No Build would have no impact on wildlife and fisheries. However, the No Build would not
provide an opportunity to improve the stormwater system and thus improve water quality for
fisheries.
6.9.2 Build Alternatives
All Build alternatives have the potential to benefit fisheries as a result of improvements to the
stormwater management system for the roadways.
The Rehabilitation alternative would include some limited improvements to existing conditions
by installing in-line deep sump catch basins at the existing outfalls.
There would be some opportunities for constructing stormwater BMPs such as a detention basin
with the Single-Level Viaduct alternative. Improvements to stormwater management would be
limited by space constraints to in-line catch basins.
The At-Grade (Preferred) alternative provides the most improvement to the stormwater
management system and would provide the most benefit to wildlife and fisheries because
removal of Ramp D and realignment of Ramps A and C provides room for construction of a
stormwater detention/infiltration basin as discussed below.
6.10 Water Quality / Stormwater Management
In accordance with the Massachusetts Stormwater Standards, portions of this project are
considered redevelopment; specifically, “maintenance and improvement of an existing roadway,
limited to widening less than a single lane, adding shoulders, correcting substandard
intersections, improving inadequate drainage systems, and repaving.” Except the No Build
alternative, each alternative that requires wetland permitting would need to comply with
Massachusetts Stormwater Standards. All of the alternatives would be considered redevelopment
projects under the DEP standards, with the At-Grade (Preferred) alternative also including the
Water Street Connector, which would be considered “new development” and is designed to fully
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comply with the stormwater standards. All redevelopment projects must meet the stormwater
standards to the maximum extent practicable and improve existing conditions.
6.10.1 No Build
There would be no opportunities to improve stormwater runoff through improvements to the
roadway drainage system with the No Build Alternative.
6.10.2 At-Grade (Preferred) Alternative
The At-Grade (Preferred) alternative would provide an opportunity to improve the stormwater
system. The improved system has been designed to meet the DEP stormwater regulations which
will support the water quality goals of the Taunton River Stewardship Plan.
Removal of Ramp D and realignment of Ramps A and C allows space for installation of a
stormwater detention/infiltration basin to provide attenuation, treatment and controlled recharge
of treated stormwater volumes. (Refer to the stormwater management project plans at the end of
the document.) Similarly, a bio-swale infiltration basin is proposed to be installed near the
proposed Water Street Connector to address both water quality and water quantity. Pretreatment
of runoff is to be provided by installing new deep sump catch basins at all points of collection
within the project limits.
A positive impact on water quality in the Quequechan River and the Taunton River is expected
with these improvements to the drainage system which will include the detention/infiltration
basin, the bio-swale infiltration basin for the Water Street Connector, and new deep sump catch
basins as noted. These proposed stormwater measures are not currently provided by the existing
drainage systems. These upgrades to the stormwater management system have been designed to
meet the Massachusetts Stormwater Management Standards to the maximum extent practicable
while improving upon existing conditions. The proposed drainage system is discussed further in
Section 8.2.
6.10.3 Two-Way Single-Level Viaduct Alternative
As noted above as a redevelopment project, the Two-Way Single-Level Viaduct alternative’s
stormwater system would be designed to meet the stormwater standards to the maximum extent
practicable. The Two-Way Single-Level Viaduct alternative would provide some opportunities
to improve stormwater runoff but space would be limited for constructing stormwater BMPs
such as a detention basins. Improvements to stormwater management would be reduced by space
constraints to in-line catch basins where deep sump catch basins would be added and, where
feasible, rip-rap aprons at existing outfalls.
6.10.4 Rehabilitation of the Existing Two-Level Viaduct Alternative
Rehabilitation of the Existing Two-Level Viaduct alternative would provide limited
opportunities to improve the stormwater management system because the drainage system would
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not be within the scope of work to rehabilitate the structures and there would be no available
space to accommodate installation of additional stormwater BMPs.
6.11 Wild and Scenic Rivers
The Taunton River has been designated a Federal Wild and Scenic River. No work within the
Taunton River is proposed and no adverse impacts to the Taunton River are anticipated.
Improvements to the stormwater drainage system for the roadway have the potential to provide a
positive impact on water quality in the Taunton River by installing the proposed stormwater
measures as discussed in Section 6.10.
An early coordination letter (included in Section 10.7) was sent to the Wild & Scenic Rivers
Program of the National Park Service requesting comments. As of this date, no comments have
been received. Additional opportunities for coordination with the Wild & Scenic Rivers Program
will occur during the public review of the EA/ENF and during the Section 404 permitting
process.
6.11.1 No Build
There would be no opportunities to improve stormwater runoff through compliance with the
Massachusetts stormwater regulations.
The No Build would also maintain the existing viaduct which many see as a visual intrusion as
viewed from the Heritage State Park and Taunton River. The following photos and artistic
rendering illustrate the visual environment as currently seen from the Heritage Park and within
the American Printing Company-Metacomet Mill Historic District.
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Photo 6.1 View of the existing two-level viaduct from the Heritage Park Visitors Center
on the waterfront.
Photo 6.2 Existing Route 79 viaduct, as seen from Heritage Park at the Quequechan River.
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Rendering 6-1
Artistic rendering of the existing ramps and viaduct obscuring the view of the historic mill buildings, which
are on both sides of Davol Street.
6.11.2 At-Grade (Preferred) Alternative
The At-Grade (Preferred) alternative will provide improved quality for the roadway stormwater
that flows to the Taunton River. The At-Grade (Preferred) alternative would also have a positive
impact by improving public access to the Taunton River waterfront, in keeping with the stated
management objectives included in the Taunton River Stewardship Plan.
Removing the viaduct as a visual obstruction, (see Rendering 6-1), and providing an equivalent
transportation facility would also help promote public awareness and community use of the river.
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Rendering 6-2
The visual environment around the historic mill buildings improves with the At-Grade alternative.
6.11.3 Two-Way Single-Level Viaduct Interchange
The Two-Way Single-Level Viaduct Interchange would not make the land area available to
provide higher quality BMP improvements such as the detention area that is proposed in the AtGrade (Preferred) alternative.
The single level structure would be less of an obstruction than the existing two-level structure
but would still have a visual impact on the historic district near the Taunton River as seen in the
following artistic rendering.
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Rendering 6-3
The Single-Level Viaduct alternative would continue to impact the visual environment of the historic mill
buildings.
6.11.4 Rehabilitation of the Existing Two-Level Viaduct Interchange
Rehabilitation of the Existing Two-Level Viaduct would have limited opportunities to improve
stormwater management; would not improve the access to the Taunton River area; and would
still have visual impacts to the Taunton River waterfront, the same as shown for the No Build
alternative.
6.12 Massachusetts Coastal Zone
The No Build and all Build alternatives would be in compliance with the MCZM program
policies. However, as discussed in Section 6.10, all of the alternatives would address water
quality and water quantity in accordance with the applicable Massachusetts Stormwater
Standards to the maximum extent practicable while improving upon existing conditions.
Removal of several ramps will provide space for a detention basin for the Preferred alternative
while space constraints in the other alternatives limit opportunities.
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6.13 Cultural Resources Alternatives Analysis
Section 106 of the National Historic Preservation Act of 1966, as amended, requires the lead
federal agency for a federal undertaking “to take into account the effect of the undertaking on
any district, site, building, structure, or object that is included in or is eligible for inclusion in the
National Register of Historic Places.” FHWA and MassDOT reviewed the Route 79/I-195
Interchange Improvements project under the regulations implementing Section 106 and
determined that the project will have No Adverse Effect (NAE) on any National Register-listed
or –eligible properties [36 CFR 800.5(b)].
MassDOT prepared documentation supporting the NAE finding, which FHWA transmitted to the
Massachusetts State Historic Preservation Officer (SHPO) on September 30, 2011. The SHPO
concurred with the NAE finding on October 24, 2011. MassDOT’s NAE letter, dated August 23,
2011, and FHWA’s transmittal letter with the SHPO’s stamped concurrence are provided in
Section 10.2.
Subsequent to the initial NAE, additional work on the two National Register-eligible, single-span
stone arch bridges on Central Street within the Route 79/I-195 Interchange Improvements project
area was included. MassDOT prepared documentation to support the Notice of Project Change
(NPC), which FHWA transmitted to the Massachusetts State Historic Preservation Officer
(SHPO) on March 26, 2012. MassDOT’s NPC letter, dated March 20, 2012, and FHWA’s
transmittal letter with the SHPO’s stamped concurrence are provided in Section 10.2.
The removal of the double-decked Route 79 Viaduct will enhance the setting of the National
Register-listed American Printing Company (APC)-Metacomet Mill Historic District by
eliminating a massive modern intrusion that overshadows the adjacent mill buildings. The
existing viaduct completely obscures the front (west) elevation of the stone Metacomet Mill #6
Building and extends to within a few feet of the northeasterly corner of the rear wall of the APC
Packing and Storage Building. The removal of the two elevated decks of the Route 79 Viaduct
thus will reopen the adjacent historic buildings to fuller views that have not been visible since the
Route 79 Viaduct was constructed in 1965.
The project also will remove the existing 1985 Davol Street Viaduct and replace it on the same
site and at approximately the same elevation with a new single-level, four-lane viaduct to carry
the combined Route 79/Davol Street roadway over the Mass Coastal Railroad right of way. The
new viaduct, like the existing viaduct, will extend from the Anawan Street/Pocasset Street
intersection on the south, which is adjacent to the National Register-listed historic district, to the
Central Street intersection on the north, which is outside of the historic district.
The cross section of the proposed new Route 79/Davol Street viaduct will be substantially wider
than that of the existing Davol Street Viaduct, but will be approximately the same width as the
existing elevated Route 79 Viaduct as it currently passes through the National Register-listed
historic district. The cross section of the new viaduct has been carefully designed to fit precisely
within the existing right of way between the two buildings in the historic district and will include
four travel lanes, two shoulders, two sidewalks, and crash-tested steel picketed S3-TL4 railings.
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Left turns will be prohibited from southbound Route 79/Davol Street onto eastbound Pocasset
Street in order to avoid adding the extra width of a fifth lane at the southerly end of the new
viaduct that would be necessary to accommodate a dedicated left turn lane within the historic
district. A fifth lane will be constructed at the northerly end of the new viaduct, however, to
provide a dedicated left turn lane from northbound Route 79/Davol Street onto westbound
Central Street outside the bounds of the historic district.
The proposed work will have No Adverse Effect on the two National Register-eligible singlespan stone arch bridges in the project area: the Central Street Bridge (F-02-093) over the
Quequechan River, constructed in 1903, and the Central Street Bridge (F-02-016) over the Mass
Coastal Railroad right of way, constructed in 1904.
Central Street Bridge over the Quequechan River
Proposed work on the National Register-eligible Bridge F-02-093 will repair the cracked barrel
of the stone arch over the river using the ARCHTEC™ system, which is a proprietary method
developed to strengthen stone arches in place with little visible evidence of the repair. Using the
ARCHTEC system, shafts are first drilled through the granite blocks of the arch both
longitudinally and laterally, a steel anchor rod in a mesh sock is inserted into each shaft, and then
the steel anchors are grouted in place. The longitudinal anchors will be inserted into drilled shafts
that will not be visible beneath the new bridge deck nor will they extend through the intrados
which are the inner (underside) curved surface of the stone arch. The transverse anchors will be
inserted into drilled shafts that will pierce the voussoirs, which are wedge-shaped stones forming
the curved parts of an arch, at the barrel ends. These transverse shafts will be plugged at the ends
with granite from the drilled cores and will be virtually invisible to view.
The easterly ends of the stone parapets (the vertical stone masonry barrier walls at the outside
edges of the bridge) on the approach causeway leading to Bridge F-02-093 will be truncated
(approximately 60 feet on the substantially altered northerly side of the roadway and
approximately 50 feet on the southerly side) to accommodate the wider cross-section of the new
at-grade, four-lane Route 79/Davol Street roadway. The slight shift of the intersection to the
west, into the area now occupied by the easterly ends of the stone parapets, will allow the new,
wider at-grade Route 79/Davol Street roadway on the north side of the intersection to be
realigned appropriately with the new single-level viaduct across the Mass Coastal Railroad right
of way through the National Register-listed American Printing Company–Metacomet Mill
Historic District on the south side of the intersection. The portion of the northerly parapet that
will be removed already has been substantially altered by a previous insensitive reconstruction
and the proposed reworking will be carefully designed to accord with the character of the
existing stonework.
To properly configure the intersection of Central Street with the new, four-lane Route 79/Davol
Street roadway that will be constructed immediately east of the bridge and to protect the bridge’s
parapets from vehicular collisions, additional work is necessary on the upper portions of the
Central Street Bridge over the Quequechan River. The additional work includes the following: 1)
raising the grade of the roadway on the bridge; 2) increasing the height of a segment of each of
the stone parapets on the bridge along the raised portion of the roadway; and 3) installing crashtested at-curb barriers along the interior elevations of the stone parapets.
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1. The already steep profile of the roadway on the Central Street Bridge over the
Quequechan River will be raised from 7% to 8.3% along the easterly half of the bridge.
This work is necessary to enable Central Street to meet the proposed new at-grade, fourlane Route 79/Davol Street roadway at an acceptable grade. The cross section of the
proposed new Route 79/Davol Street roadway, as previously described in the initial
Section 106 submittal, will be extended to the west, closer to the bridge than the present
alignment of Davol Street. If the profile of the roadway on the bridge were to remain
unchanged, it would be necessary to ramp a short segment of Central Street up to the new
Route 79/Davol Street intersection at an unacceptable 15% grade.
The proposed work to raise the profile of the roadway on the bridge will include
removing the existing asphalt pavement and sidewalks, laying additional fill to raise the
profile to the desired level, and then repaving the roadway. The length of the roadway to
be raised will be 180 feet (slightly more than half of the length of the bridge). Beyond
that point the roadway will transition back to the original 7% grade. A new 10 foot-wide
cement concrete sidewalk with granite curbs will be constructed along the northerly side
of the bridge, but the existing asphalt sidewalk along the southerly side of the bridge will
not be replaced.
2. Raising the profile of the roadway on the bridge will reduce the exposed height of some
sections of the stone parapets below the required 42" minimum (the existing parapets are
48" high). MassDOT, therefore, is proposing to increase the height of the stone parapets
along the raised segment of the roadway by laying additional masonry on top of the
existing parapets. Stones from the truncated easterly ends of the parapets (which are to
be removed, as described in the initial No Adverse Effect finding) will be used to raise
the height of the parapets. The existing cut granite coping stones will be removed
temporarily and then reset on top of the new stones on the parapets once the desired
height has been attained. The maximum additional height required is 2' at the easterly
ends, from which the height of the added masonry will gradually taper down to meet the
unaltered parapets on the westerly half of the bridge.
3. New concrete moment slabs, which are reinforced concrete counterweight structures
located below ground surface which supports the BR-2 rail, will be constructed in the
roadway fill on both sides of the bridge. New, crash-tested BR-2 railings will be mounted
on those moment slabs to protect the stone parapets from vehicular collisions. BR-2 Rail
is a type of traffic barrier bridge railing consisting of a steel rail supported on short posts
connected to a raised concrete curb section that meets current AASHTO crash test
requirements. The BR-2 railings will be installed along the curb of the new sidewalk on
the northerly side of the roadway and immediately in front of the parapet on the southerly
side of the bridge.
The raising of the profile of the roadway and the elevation of the height of the parapets is
essential to the safe reconfiguration of the intersection of Central Street with the new, four-lane
Route 79/Davol Street roadway. The portion of the northerly parapet along the easterly half of
the bridge that will be elevated with additional masonry already has been substantially altered by
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the gas line explosion in 2000 and by the insensitive repairs that followed. The proposed new
work will be carefully designed to accord with the character of the existing stonework. The new
masonry will be comprised of stones removed from the truncated easterly ends of the parapets.
The existing cut granite coping stones (shaped stones which form a cap on the parapets) will be
reset on top of the new stones. The work on the southerly parapet will match that on the
northerly parapet. The proposed work on the parapets at the easterly half of the bridge will be
constructed to transition as seamlessly as feasible into the parapets at the westerly half of the
bridge, which will remain at their original height. None of the additional work proposed for the
Central Street Bridge over the Quequechan River will disturb the bridge’s stone arch with cut
granite voussoirs, which is the essential character-defining feature of the bridge. The SHPO
concurred with FHWA’s finding that the additional work proposed for the National Registereligible Central Street Bridge over the Quequechan River is consistent with the previous Section
106 No Adverse Effect finding for this project.
Central Street Bridge over the Railroad (Bridge F-02-016)
Proposed work on the National Register-eligible Bridge F-02-016 will repair damaged areas of
the bridge’s north parapet wall and the adjacent granite block retaining wall along Davol Street
above the railroad cut. Vehicular collision damage has misaligned several stone blocks in these
walls, primarily along Davol Street but also on the north parapet of the bridge. Although the
structural stability of the arch has not been compromised, the damage is unsightly and could pose
a public safety hazard to the railroad right of way below. The project proposes to reset all
misaligned granite blocks of the north parapet and the Davol Street retaining wall into their
original positions.
Other work on Bridge F-02-016 will be contained within the area covered by the paved roadway
and sidewalks above the fill over the arch between the existing parapets. The existing roadway
surface and cement concrete sidewalks on the bridge will be removed. New concrete moment
slabs will be constructed along both sides of the bridge deck to accommodate crash-tested atcurb BR-2 railings to protect the stone parapets from vehicular collisions. The existing sidewalk
along the southerly side of the bridge deck will be eliminated and a new wider sidewalk with a
minimum width of 6 feet will be constructed along the northerly side of the bridge deck. The
bridge roadway deck then will be resurfaced and will be striped for three lanes: a dedicated right
turn lane, a dedicated center through lane, and a dedicated left turn lane.
Additional work proposed in the NPC for Bridge F-02-016 is limited to the installation of a 9
foot-tall protective mesh screen along both sides of the bridge deck to prevent objects from being
thrown from the bridge onto the railroad tracks. “Anti-missile” screens are required on all
bridges that cross railroad tracks. The screens will be mounted on posts installed on the new
concrete moment slabs along the interior elevations of the parapets. The screens will not be
attached to the parapets. The lower rail of each screen panel will be set just above the top of the
parapet coping stones to allow the parapets to remain visible from the bridge deck. The SHPO
concurred with FHWA’s finding that the additional work proposed for the National Registereligible Central Street Bridge over the Mass Coastal Railroad right-of-way is consistent with the
previous Section 106 No Adverse Effect finding for this project.
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An existing elevated highway ramp, Ramp G, is located high above the southwesterly corner of
Bridge F-02-016. This ramp carries traffic from westbound I-195 onto the northbound Route 79
Viaduct. The existing ramp will be removed and a new ramp will be constructed to connect I-195
to the new, at-grade roadway for the combined Route 79/Davol Street. The new at-grade
roadway is considerably lower than the northbound deck of the existing viaduct, so the
reconstructed Ramp G must be much longer than the existing ramp and will require a
reconfigured curve to provide a safe transition from I-195 to the new at-grade roadway. The new
ramp will “fly over” a greater area of Bridge F-02-016 than the existing ramp, but it will have no
physical impact on the bridge.
Other Resources or Structures
The project will have no physical impacts on the three decommissioned National Historic
Landmark (NHL) World War II-era U.S. Navy vessels docked in Battleship Cove at the Fall
River Heritage Park on the Taunton River immediately to the west of the project area. The
removal of the deteriorating and unsightly Route 79 Viaduct, however, will provide a substantial
visual benefit to this important tourist destination by substantially improving the view of the city
from the waterfront.
The reconstruction of Anawan Street and the replacement of Bridge F-02-013, which carries
Anawan Street over the Mass Coastal Railroad right of way and was constructed in 1977, will
have No Effect on the potentially National Register eligible Borden and Remington Company
Building at 105-115 Anawan Street.
The project also proposes to demolish a reinforced concrete Fuel Oil Storage Tank building
associated with the former Fall River Gas Works on Anawan Street. The demolition is necessary
to accommodate the proposed new roadway that will connect Route 79 to Water Street south of
Anawan Street. As discussed in Section 4.14, the Fuel Oil Storage Tank building, constructed c.
1910, is not eligible for individual listing in the National Register, nor are the remaining
buildings at the former Fall River Gas Works eligible for listing in the National Register as a
historic district.
6.14 Socio-Economic Alternatives Analysis
6.14.1 Introduction
The Fall River Master Plan, discussed in Section 1.7, identified recommendations with important
land use consequences that are within the Route 79/I-195 Interchange Project Area:
• Develop the Mount Hope Bay/Taunton River waterfront as a tourist area with restaurants,
open spaces, cruise ships, boulevards, museums, and other attractions;
• Re-establish the Central Business District (CBD) as an important commercial and activity
center, and develop linkages between the waterfront and the CBD;
• Combine Route 79 and Davol Street into an urban boulevard that would help reconnect
Fall River’s neighborhoods to the waterfront. Note to Readers: This project refers to the
area from about Cedar Street, north to Presidents Avenue. It is north of the Interchange
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Reconstruction Project area (see Figure 1-4) and is a separate project, completely
independent of the Interchange Reconstruction Project.
To assess the possible consequences of project alternatives on land use and businesses within the
project area, the following three transportation factors were considered.
•
•
•
Access – This measures the physical connections to geographic areas that would be
maintained or altered by project alternatives. Where more direct and/or easily
visualized physical connections are made, access is said to improve.
Accessibility – This measures the travel times maintained or altered by project
alternatives. Where travel times are shortened, accessibility is said to improve.
Visibility – This measures the “view from the road” for consumer and business
travelers to potential destinations. Where travelers can more easily see their potential
destinations, visibility is said to improve.
6.14.2. Freight Transportation Considerations
Freight transportation considerations have been integrated into the development and evaluation
of alternatives. Freight stakeholders include the Mass Coastal Railroad, rail customers, and
trucking operations associated with various businesses along the waterfront. Coordination
meetings have been held with these stakeholders to discuss potential impacts and benefits on
freight operations (movement) and freight facilities associated with the project alternatives.
Consideration of freight transportation focused on assessing the impacts of the proposed project
on freight movement. The freight impact analysis looked at the impacts to freight activities and
facilities, industry access, access into and out of ports, and truck access.
As discussed in Sections 4.3.6, freight movements from the waterfront via Broadway Extension
southbound need to make a potentially dangerous U-turn to access I-195. This will be eliminated
with the At-Grade (Preferred) alternative. Accessibility and travel times are generally improved
with the At-Grade (Preferred) alternative, which will be a positive impact for freight. Truck
operations will benefit from improvements to turning radii and increased bridge clearance.
The Anawan Street Bridge over the railroad will be reconstructed and will provide increased
clearance, benefiting existing rail operations as well as the proposed South Coast Rail project.
6.14.3 Project Area Land Use and Economics Alternatives Analysis
The City of Fall River Master Plan recommended specific zoning ordinance revisions that would
provide increased flexibility in development of the city’s waterfront, other areas zoned for
industry, as well as additional uses in mill buildings, many of which are in the waterfront area.
The city is currently deliberating on the specifics for the proposed Transit Oriented District
(TOD) for the waterfront area.
The No Build, Two-Way Single-Level Viaduct, and Rehabilitation alternatives could potentially
affect the complete implementation of the city’s zoning initiatives for the waterfront and transit­
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oriented development. The No Build alternative would maintain the existing structure which is
considered a visual blight and impediment to revitalizing the waterfront area. A new SingleLevel Viaduct or Rehabilitation alternative would not improve access to the waterfront and
would not substantially improve the visual environment.
The At-Grade (Preferred) alternative, however, will be compatible with the city’s zoning
initiatives for the waterfront and the proposed Transit Oriented District (TOD). The
improvement in access will benefit existing and prospective new land uses throughout the
waterfront area by enabling customers of retail and restaurant establishments, workers at
community facilities and businesses, and freight movements to proceed more directly and easily
to their intended destinations.
Access, accessibility (travel times), and visibility changes affecting existing and prospective new
land uses within the waterfront and downtown areas of Fall River will be greatly improved under
the At-Grade (Preferred) alternative. This alternative supports the city’s objectives for economic
development and land use growth in the waterfront area and the CBD.
Under the At-Grade (Preferred) alternative, physical access is generally improved to the
waterfront area compared to No Build, the Two-Way Single-Level Viaduct and the
Rehabilitation alternatives from both directions along I-195 as well as from Broadway/Route 138
south of the project area and Route 79 north of the project area. For example, direct vehicular
access from I-195 westbound via Central Street to Water Street would be provided, eliminating
the need under existing conditions (as well as the Rehabilitation alternative) for auto and truck
travelers to proceed north along Route 79 and loop backwards to the waterfront via Davol Street.
Accompanying this improvement in access is an improvement in accessibility (travel times) to
the waterfront area, as well as improved visibility, especially from I-195 westbound. Travel time
differences between project alternatives from I-195 to the waterfront area and CBD are discussed
in Section 6.4.5. There is a moderate degradation of travel times to the CBD from I-195
eastbound under the At-Grade (Preferred) alternative compared to the other alternatives due to
the removal of Ramp Y. However, a projected increase of less than two minutes would have a
negligible effect on regional travel behavior.
The improvement in vehicular accessibility would benefit existing and prospective new
businesses and community facilities throughout the waterfront area by enabling customers of
retail and restaurant land uses, workers at business establishments, and freight shippers to reach
their intended destinations in less time than under existing conditions. While travel time savings
under 5 minutes are not typically enough to cause measurable shifts in consumer or worker
behavior, retail and restaurant establishments in the waterfront area would be able to reach a
slightly broader market area under the At-Grade alternative. For freight shippers, even small
improvements in travel times provide measurable economic benefits.
The project area has fewer retail and restaurant establishments relative to its overall share of
business types and jobs, and improvements in access and accessibility would increase prospects
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for sales to new as well as established businesses, with potential gains in employment and
household income as well as business sales.
6.14.4 Impacts to Other Planned & Proposed Developments Analysis
Access, accessibility, and visibility changes affecting existing and prospective new businesses
and community facilities within the waterfront and CBD areas of Fall River are more beneficial
under the Preferred Alternative than under No Build, the Single-Level Viaduct and the
Rehabilitation alternatives. The At-Grade (Preferred) alternative, therefore, better achieves the
city’s objectives for economic development and business growth described above for the
waterfront area.
The proposed Fall River Davol Street Transit Oriented Development (TOD) district includes an
area within a one-mile radius of the proposed Fall River Depot commuter rail station near Pearce
Street, north of the Route 79/I-195 Interchange Reconstruction Project area. Consistent with state
Smart Growth land use policy, the Fall River TOD district has been designated a major Priority
Development Site for the southeastern Massachusetts region by SRPEDD. The city envisions a
multi-modal transportation center with commuter parking garage, 610 new residential units and
about 130,000 sq. ft. of mixed-use redevelopment by 2030. In conjunction with the future South
Coast Rail Project and Massachusetts Department of Transportation, the City of Fall River and
SRPEDD are preparing a revised zoning plan for the area.
Fall River officials, business owners, local residents, and SRPEDD, the regional planning
agency, are now formulating design guidelines and zoning modifications for expanded
waterfront and transit-oriented development in the area extending 2.5 miles from the new
Veterans Memorial Bridge (north) along Bay and Davol Streets to Shaw Street (south), which
includes the Route 79/I-195 Interchange project area. In addition to multi-family residential
homes, commercial office, retail and restaurant uses, this larger TOD district would include
marinas, boat-building/repair, passenger and cargo terminals, as well as major entertainment and
recreational uses.
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6.14.5 Regional Productivity Alternatives Analysis
In economic terms, “productivity” is defined as business output (sales) or cost per unit of time.
Where congestion increases the amount of time for commuters to reach their jobs or for
businesses to obtain supplies or ship goods to customers, productivity can decrease and increased
costs are imposed on labor and businesses. When transportation improvements decrease the
amount of time it takes for labor or goods to move on the transportation network, competitive
advantages for local or regional businesses can result because labor can reach their jobs in less
time and goods can be shipped in less time (and therefore cost less). Research has shown that a
principal effect of increased productivity via travel time improvements also allows businesses to
reach a broader labor market or to move goods to a broader customer market at less cost than
before the travel time improvements, thereby stimulating additional business sales and jobs. A
full analysis of the effects of travel time changes on business sales and jobs is beyond the scope
of this EA, but a comparison of selected high volume link travel times and annual time savings is
used to illustrate potential effects on labor and business productivity.
In terms of regional productivity, none of the alternatives will have a measurable effect. As
discussed in Section 6.4.5, the At-Grade (Preferred) alternative results in substantial annual
travel time savings for the high volume Route 79 to Downtown (CBD) movement. Compared to
the No Build, the At-Grade (Preferred) alternative results in a 6.6-minute travel time saving
during the PM peak hour which is 19,000 vehicle hours saved per year by 2030. Conversely, for
movements from Route 79 to I-195, the At-Grade (Preferred) alternative results in an additional
1.3 minutes of travel time per vehicle during the PM peak hour and an additional 31,000 of
vehicle hours travel per year by 2030. For all movements through the interchange, while link
times are less for the At-Grade (Preferred) alternative, the relatively high volume Route 79 to I­
195 movement means that annual aggregate travel times are greater for the At-Grade (Preferred)
alternative compared to No Build, the Two-Way Single-Level, and Rehabilitation alternatives.
When interpreting the effects of the annual aggregate travel time differences on regional
productivity discussed in Section 6.4.5, it is important to consider that travel time differences of
the magnitude shown in Table 6-4 will have negligible, if any, effects on regional business sales
and jobs because they are too small to have measurable effects. By contrast, the improvements in
ease of access, accessibility, and visibility to the waterfront area under the At-Grade (Preferred)
alternative will have a positive influence on the development potential in the waterfront area, and
potentially the CBD as well, as envisioned by the City of Fall River and regional economic
development goals.
6.14.6 Emergency Response Times Alternatives Comparison
As discussed in Section 6.4.5, response times for first responders (police, fire, and ambulance)
will improve under the At-Grade (Preferred) alternative and under most alternatives analyzed
due to better local intersection operations and enhanced local connectivity.
The At-Grade (Preferred) alternative would result in greater improvements over the No Build
than the Two-Way Single-Level alternative and the Rehabilitation of the Existing Two-Level
alternative. The Two-Way Single-Level alternative and the Rehabilitation alternative would have
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similar improvements compared to the No Build from the west. However, the Two-Way SingleLevel Viaduct alternative would increase response time by almost 1 minute from the east on I­
195 (through the tunnel) primarily due to the westbound off-ramp connection to Central Street
and limited intersection improvements on Davol Street.
The At-Grade (Preferred) alternative saves approximately 3 minutes of response time from the
waterfront (i.e. Water Street/Anawan Street) to area hospitals compared with the No Build
alternative.
6.15 Environmental Justice Populations
As discussed in Section 4.16, the project area contains environmental justice populations. There
are also a greater number of householders who do not own vehicles. A large (approximately 85
apartment units) government subsidized housing development (Fall River Housing Authority's
Heritage Heights) is located on Central Street between Harbor Terrace and Green Street.
6.15.1 No Build, Two-Way Single-Level and Rehabilitation of the Existing Two-Level Viaduct
Alternatives
None of the Build alternatives would have a disproportionately adverse impact on minority or
low-income populations. However, with the No Build, Two-Way Single-Level, and
Rehabilitation alternatives, the elevated structures would continue to have a visual impact on the
neighborhood and access to waterfront and waterfront neighborhoods would remain poor.
6.15.2 At-Grade (Preferred) Alternative
The At-Grade (Preferred) alternative would have a positive impact on environmental justice
populations. The proposed pedestrian improvements would improve safety for local
neighborhood residents (as well as visitors) accessing Heritage State Park and other waterfront
destinations.
Under the At-Grade (Preferred) alternative, Canal Street will no longer intersect with Broadway
Extension but will continue on to Spring Street. The proposal will return the street to a local
neighborhood street, will serve to discourage through traffic from using Canal Street, and will act
as a traffic calming measure to preserve Canal Street as a neighborhood street.
The interchange project’s influence on social and community issues is expected to be low.
Despite efforts to minimize construction disruption as much as possible, this is a major
construction project in a dense area and there will be short-term construction disruption. It will
affect residents, visitors, commuters and business people alike and will not fall
disproportionately on the EJ population.
In terms of long-term impacts from future redevelopment in the project area, they will be
relatively minor. The reconstructed highway interchange will still be a major presence in the area
and will not result in additional land available for redevelopment. The Environmental Justice
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communities in the area could benefit from the possible indirect effect of job expansion on the
waterfront and from better access to community facilities such as the Gates of the City
Monument and Heritage State Park. There is also potential for negative indirect effects from the
project when redevelopment near the interchange area occurs. However, the scale and type of
redevelopment is limited by the Designated Port Area; parkland restrictions; and transportation
infrastructure which will still dominate the area. At this time, potential impacts to EJ
communities in the project area from potential displacement, business turnover, construction
disruption, or rising rents are not expected and would not be disproportionate to the limited
effects anticipated to other businesses and residents.
6.16 Oil and Hazardous Materials (OHM)
6.16.1 No Build
There would be no oil and hazardous materials impacts associated with the No Build.
6.16.2 Rehabilitation of the Existing Two-Level Viaduct Alternative
There would be no subsurface oil and hazardous materials impacts associated with the
Rehabilitation alternative. Disposal of any material generated as part of the demolition and/or
repair of the viaduct structure would be done in accordance with all applicable state and federal
laws and regulations.
6.16.3 Two-Way Single-Level Viaduct and At-Grade (Preferred) Alternatives
For these alternatives that involve new bridge pier construction, there is the potential of
encountering contaminated soil and/or groundwater. The design phase boring program for these
alternatives has included soil and groundwater sampling to better identify areas where hazardous
material may be encountered and test any groundwater that would need to be dewatered during
excavation.
Any contaminated material that is encountered during construction would be handled in
accordance with all applicable provisions of the Massachusetts Contingency Plan (MCP). The
material would be temporarily stored in areas isolated from the public, secured and stockpiled on
an impervious surface, and covered to prevent dispersion and runoff to the environment. Once
classified for reuse, recycling, treatment or disposal, the material would be removed from the
storage areas.
As part of the Design-Build Contract for the project, the following are examples of measures that
would be implemented as needed:
•
•
Additional collection and analysis of environmental information on OHM Sites of
Potential Risk;
Licensed Site Professional (LSP) to develop and coordinate Massachusetts Contingency
Plan permit and compliance issues;
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•
•
•
•
•
•
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Development and implementation of an Environmental Field Screening and
Environmental Sample Collection/Laboratory Analysis Procedures;
Development and implementation of a Soil and Groundwater Management Plan to be
used during construction;
Identification and mapping of OHM Areas of Concern;
Development of a Management Plan for contaminated media and contaminated
construction debris;
Development of procedures for management of remediation waste;
Management of contaminated media and contaminated debris;
Implementation of preliminary response actions and risk reduction measures;
Excavation and the demolition of the viaduct structure would be done in accordance with
all applicable state and federal laws and regulations.
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Impact Analysis of Alternatives
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