Overview of the Bicycle Facilities Inventory
Project
The Massachusetts Bicycle Facilities Inventory project was conducted in 1995 by the Bicycle
Coalition of Massachusetts (now MassBike) under contract to the Massachusetts Highway
Department. Meeting notices
were sent to a mailing list of
bicyclists, bicycling
organizations and public
officials for two series of 15
public meetings each, held in
all parts of the
Commonwealth. Input was
accepted at the meetings and
by mail about existing and
planned bicycle facilities
projects, as well as desired
improvements. The project
also included selection of a
system of bicycle touring
routes. The collected
information was compiled
into a database and a report.
The report, now posted here,
is valuable as a survey of
bicycling conditions, project
proposals and opinions.
Rather than representing the
point of view of Massbike,
the report represents the
opinions of citizens -- from
seasoned road cyclists to
trails advocates -- and of
government officals who
provided input. Existing
projects and suggestions
varied greatly from one part of Massachusetts to another. In a few of the regional planning
agency districts, the agency's opinions differed from those of citizens who showed up at public
meetings. The report was subject to approval by the agencies, and so in these cases, the report
reflects the agencies' judgment.
Bicycle Coalition Executive Director Helene Weitzenkorn managed the project. Paul Schimek
developed the database. John S. Allen compiled the route suggestions and wrote most of the
report. Andrew Rubel of Rubel Bikemaps composed the maps. Liaison with the Executive Office
of Transportation and Construction was through Massachusetts Bicycle Coordinator Josh
Lehman and his assistant, Patrick McMahon. Preparation of this Internet posting was by John S.
Allen, with thanks to Andrew Rubel of Rubel Bikemaps for providing the data files for the
maps..
COMMONWEALTH OF
MASSACHUSETTS
BICYCLE FACILITIES
INVENTORY
Prepared by
THE BICYCLE COALITION OF MASSACHUSETTS
Funded and Authorized by the
Federal Highway Administration
Commonwealth of Massachusetts
Governor William F. Weld
Lt. Governor Argeo Paul Celluci
Executive Office of Transportation and Construction
Secretary James J. Kerasiotes
Massachusetts Highway Department
Commissioner Laurinda T. Bedingfield
June 1995
1. INTRODUCTION
1.1. Rationale for the bicycle facilities inventory
1.2. Data collection and review process
1.2.1. Initial meetings and preparation for the public input process
1.2.2. First round of public meetings
1.2.3. Reviewing data and setting draft priorities
1.2.4. Second round of public meetings
1.2.5. Review of data from second meetings and finalization of priorities
2. DESCRIPTIONS OF EXISTING AND PROPOSED FACILITIES BY REGION
2.1. Berkshire County Regional Planning Commission
2.1.1. Existing facilities
2.1.2. Proposed projects
2.1.3. Cross-state routes
2.1.4. Berkshire County region priorities
2.2. Cape Cod Commission
2.2.1. Existing facilities
2.2.2. Proposed projects
2.2.3. Cross-state routes
2.2.4. Cape Cod region priorities
2.3. Central Massachusetts Regional Planning Commission
2.3.1. Existing facilities
2.3.2. Proposed projects
2.3.3. Cross-state routes
2.3.4. Central Massachusetts region priorities
2.4. Franklin County Planning Department
2.4.1. Existing facilities
2.4.2. Proposed Projects
2.4.3. Cross-state routes
2.4.4. Franklin County region priorities
2.5. Martha's Vineyard Commission
2.5.1. Existing facilities
2.5.2. Proposed projects
2.5.3. Martha’s Vineyard region priorities
2.6. Merrimack Valley Planning Commission
2.6.1. Existing facilities
2.6.2. Proposed projects
2.6.3. Cross-state routes
2.6.4. Merrimack Valley region priorities
2.7. Metropolitan Area Planning Council
2.7.1. MAPC Inner Core
2.7.2. MAPC North Shore And North Suburban
2.7.3. MAPC SouthWest, MetroWest And Minuteman
2.7.4. MAPC Three Rivers and South Shore
2.7.5. MAPC region priorities
2.8. Montachusett Regional Planning Commission
2.8.1. Existing facilities
2.8.2. Proposed projects
2.8.3. Cross state routes
2.8.4. Montachusett region priorities
2.9. Nantucket Planning and Economic Development Commission
2.9.1. Existing facilities
2.9.2. Proposed projects
2.9.3. Nantucket Region priorities
2.10. Northern Middlesex Planning Commission
2.10.1. Existing facilities
2.10.2. Proposed projects
2.10.3. Cross-state routes
2.10.4. Northern Middlesex Region priorities
2.11. Old Colony Planning Council
2.11.1. Existing facilities
2.11.2. Proposed Projects
2.11.3. Cross-state routes
2.11.4. Old Colony region priorities
2.12. Pioneer Valley Planning Commission
2.12.1. Existing facilities
2.12.2. Proposed projects
2.12.3. Cross-state routes
2.12.4. Pioneer Valley region priorities
2.13. Southeastern Regional Planning and Economic Development Commission
2.13.1. Existing facilities
2.13.2. Proposed projects
2.13.3. Cross-state routes
2.13.4. SRPEDD region priorities
3. STATEWIDE PRIORITIZATION PROCESS
3.1. Rationale for prioritization
3.2. Prioritization Criteria and Methodology
3.2.1. Emphasis on transportation
3.2.2. Numerical criteria
3.2.3. Adjusting numerical criteria
3.2.4. Combining objective and subjective criteria
3.2.5. Input from RPAs, public meetings and the BTP&D
3.3. Design guidelines, and state of engineering practice
4. CROSS-STATE ROUTES
4.1. Rationale for developing cross-state routes
4.2. Criteria and method for developing cross-state routes
4.3. North-south routes
4.3.1. Berkshire County Route
4.3.2. Connecticut Valley route
4.3.3. Central Massachusetts Route
4.3.4. Coastal route
4.4. East-west routes
4.4.1. Northern route
4.4.2. Southern route
4.5. Side trips
5. CONCLUSIONS
5.1. Existing bicycle facilities vary greatly from region to region.
5.2. Suggestions for facilities vary among the RPAs.
5.3. RPA, municipal and public involvement is increasing.
5.4. Proposed bicycle facilities could encourage bicycle use.
5.5. A comprehensive program must include streets, roads and highways as well as separate facilities.
5.6. Community participation is essential.
5.7. The collected data may assist in future planning
APPENDICES
Maps
Data forms
EXECUTIVE SUMMARY
Recent increased interest in bicycling from cities, towns and regional planning agencies has
resulted in an increasing number of submissions of proposals for bicycle facilities to the
Massachusetts Executive Office of Transportation and Construction (EOTC). This interest
reflects changing views of transportation planning, as well as changes in Federal funding
mechanisms.
The Bureau of Transportation Planning and Development (BTP&D) of the EOTC found that a
statewide inventory of bicycle facilities proposals, as well as existing facilities, would be useful
in order to create a context for review of new submissions and inquiries. The Massachusetts
Highway Department (MHD) entered into a contract with the Bicycle Coalition of Massachusetts
BCOM) to carry out the project
This report, including maps, is one of two final products of the bicycle facilities inventory
project conceived in 1994 by the BTP&D. The other product is a computer database listing
existing and potential bicycle facilities. The goal of the process was to provide a comprehensive
inventory of bicycle facilities projects to the BTP&D and to the 13 regional planning agencies
(RPAs) in Massachusetts.
The inventory process included three meetings in each RPA’s region. The first meeting was
between project staff and RPA staff to discuss the project. The second and third meetings were
open to the public. Public involvement was solicited through mailings to cities and towns, as
well as to individuals and organizations with an interest in bicycling and transportation issues.
The first public meeting was primarily for the purpose of receiving input, and the second one, for
public review and comment.
In addition, the inventory project’s scope of work included the task of defining a subset of
proposed facilities projects as priority projects. Prioritization is based on criteria established by
the BTP&D, incorporates initial suggestions by project staff, and reflects input at public
meetings. The RPA’s choices governed when there were substantial differences of opinion about
priorities. Priorities should be understood as only for the purpose of this project. Several of the
RPAs are preparing planning documents which may reach different conclusions or set priorities
based on different criteria.
The majority of this report consists of a description of the existing and potential facilities in each
of the 13 RPAs, followed by a short list of the priority projects. Cities, towns and the public
participated strongly in the inventory project. The list of existing and proposed designated
facilities for bicycle travel is substantially complete except for parking facilities, due to their
very local and dispersed nature. The computer database which was submitted with this report
contains detailed information on each project summarized in the report.
In addition to the inventory and prioritization, project staff was asked to suggest cross-state
bicycle routes. Four north-south routes, two-east-west routes and a number of side trips are
indicated on the maps included with this report and described in a separate section of the report.
The primary focus of these routes is to promote tourism and vacation travel. The cross-state
routes emphasize historic and scenic locations and attractive bicycling locations, rather than
directness alone.
The following generalizations may be made from the input received:

The number of existing bicycle facilities varied greatly among the RPA’s. The Cape Cod
Commission, Martha’s Vineyard Commission and Nantucket Planning and Economic
Development Commission, seeking to accommodate increased bicycle use during the
summer tourist season, have relatively high mileage of bicycle facilities in proportion to
land area and population. The Metropolitan Area Planning Council, with its large
population concentration and tradition of bicycle use, also had a relatively large number
of existing facilities.

The number and types of suggestions for new facilities also varied greatly among the
RPAs. To accommodate summer vacationers, the Cape and Islands seek additions to their
existing bicycle path networks, though numerous suggestions were also received for other
facilities. Many suggestions in RPAs with large urban concentrations were for paths and
road improvements to serve commuters and other bicyclists in developed areas. There
were a substantial number of proposals for rail trails in small towns, though many
suggestions also were made for maintaining and improving existing roads and highways.

Citizen interest in bicycle facilities is strong in every RPA. The interest by town and city
governments varies, but appears strongest in RPAs which have taken a proactive role by
establishing regional bicycle advisory committees where RPA staff, civic officials and
citizens can work together.

Widely varying types of bicycle use motivate the desires of citizens, local officials and
RPAs. Urban and suburban residents seek improvements in routes between their
neighborhoods and destinations such as schools, workplaces and shopping areas. In rural
areas, many suggestions were for bicycle facilities in towns, where trips are short.
Experienced, adult bicyclist residents expressed a desire for maintenance of the rural
roads and highways for their longer trips. There were also a number of suggestions for
longer rail trails or "greenways" through rural areas. Bicyclists fall into two major
categories: there are casual, family cyclists who prefer bicycle paths and lightly-traveled
roads, but also experienced bicyclists who travel longer distances on a greater variety of
roads and highways.

Practical options for types of facilities vary greatly, depending, for example, on the rightof-way width available for highway widening or the availability of an abandoned railbed
for conversion into a trail. In addition, no single approach to bicycle facilities will satisfy
all bicyclists. Plans to accommodate bicycling must strike a balance among the desires
and requirements of the various categories of bicyclists. However, a flexible approach
based on current engineering practices will go the farthest to achieve the goal of
maintaining and improving a comprehensive network of routes which bicyclists will find
attractive and convenient.
During the course of this 8-month contract, BCOM conducted 38 meetings in all parts of the
state, 13 meetings with representatives of all of the RPAs and two rounds of 15 public meetings.
The first round was attended by a total of 255 people, and the second round by 203. More than
800 written suggestions were received from 260 commenters. Commenters included individuals,
representatives of bikeway advocacy organizations and bicycle clubs, and RPA staff. The
suggestion form included in an appendix to this report was the basis for most suggestions.
Introduction
The bicycle facilities inventory project of which this is the final report was conceived in 1994 by
the Bureau of Transportation Planning and Development (BTP&D) of the Massachusetts
Executive Office of Transportation and Construction (EOTC). The Massachusetts Highway
Department (MHD) entered into a contract with the Bicycle Coalition of Massachusetts (BCOM)
to carry out the project.
The goal of the project was to provide a region-wide and statewide overview of existing and
proposed bicycle facilities. This included the preparation of a report as well as an inventory of
facilities stored in a computer database and on maps.
The project describes existing and potential bicycle facilities in several categories defined by the
project’s scope of work:






roads described formally as designated bicycle routes, or recommended for designation or
improvement as bicycle routes;
existing and potential paths or trails designated for bicycle use;
roadways with designated bicycle lanes, or where such lanes are proposed;
bicycle parking rack and/or locker facilities;
bridge access improvements;
unusually important intermodal linkages, in particular, ferries.
In describing special facilities for bicycle travel, the report is quite comprehensive. Some
existing and proposed facilities may not have come to the attention of project staff, but most did,
thanks to a statewide series of well-publicized public meetings. The inventory of roadway
facilities, however, can not be comprehensive. All public ways in Massachusetts are open for
bicycling except for posted limited-access and express state highways. Only a small fraction of
these were brought to the attention of project staff. Most were described either as especially
attractive bicycle routes or as facilities in need of improvement to meet an existing demand. Due
to the local and dispersed nature of parking accommodations, many of them also escaped the
inventory. Most parking facilities described to the inventory are recent or proposed installations
by municipalities, public agencies and authorities.
In addition to preparing the inventory, BCOM was given the task of suggesting cross-state
routes, two from east to west and three from north to south.
Rationale for the bicycle facilities inventory
The major impetus for this project was a need felt by the BTP&D for a comprehensive list of
bicycle facilities, both existing and proposed. Without such a list, determining the context of
individual proposals that came to the attention of the BTP&D was difficult. In particular, it was
often difficult to determine the relationship of one proposed facility and/or existing facility to
other proposed and existing facilities.
A further goal of the project was to prioritize the inventoried projects. Prioritization was to be
based, to the degree possible, on objective, transportation-based measures, with input from
citizens, BCOM, regional planning agencies (RPAs) and the BTP&D.
Data collection and review process
Data collection and review were a complicated process that represented the bulk of the work on
the project. This process comprised several phases, described below.
Initial meetings and preparation for the public input process
To discuss the project and prepare for the public input process, project staff held initial meetings
with representatives of all of the 13 RPAs in December 1994 and January, 1995.
Most RPAs submitted information on bicycle facilities, ranging from comprehensive bicycle
transportation plans to scattered projects. The BTP&D provided maps for scratchpad use at
public meetings. Project staff generated a database structure, using a Pentium PC-compatible
computer and Microsoft Access database software.
Most of the RPAs provided mailing lists of citizens and of city and town officials interested in
transportation projects. Meeting announcements were sent to the names on these mailing lists, as
well as the following lists:





Accessing the Future mailing list, from the EOTC, approximately 5,000 names of citizens and
public officials statewide, interested in transportation issues;
League of American Bicyclists membership list. Since the main need was to stimulate meeting
attendance outside the Boston area, the League supplied a list including only League members
who are not members of the Boston area club, the Charles River Wheelmen: approximately 600
names;
BCOM membership list, statewide but with an emphasis on eastern Massachusetts reflecting
BCOM's membership, approximately 800 names;
A list of bicycle clubs and contact persons statewide compiled from various sources for the
purposes of this mailing, approximately 225 names;
A list of 300 bicycle shops and other bicycle-related businesses statewide, kindly supplied by
Andy Rubel of Bikemaps Massachusetts.
First round of public meetings
In February and March of 1995, a first round of public meetings was held in each of the 13
RPAs. The purpose of these meetings was to collect suggestions for bicycle facilities, and to
answer questions. BCOM developed forms to provide uniform collection of data and provided
these forms at the public meetings. Attendees could use data forms to describe suggestions for
facilities. Many attendees supplied maps or additional descriptions. BCOM also provided maps
on which attendees could draw the location of proposals or existing facilities. For some larger
projects, the forms were no more than a cover sheet for submissions.
Reviewing data and setting draft priorities
Following the first round of public meetings, suggestions were reviewed, entered into the
computer database and sketched on maps.
In addition, preliminary prioritization was conducted by BCOM and reviewed by the RPAs. This
prioritization incorporated transportation-based measures, and was assessed using a numerical
matrix. Prioritization is based on numerical criteria established by the BTP&D, incorporates
initial suggestions by project staff, and reflects input at public meetings.
Second round of public meetings
A second round of public meetings was held in April and early May of 1995 to allow public
review of the input data. These meetings led to corrections to the data which had already been
assembled, as well as a number of additional suggestions. The meetings also served as a public
forum for comment on the draft priorities. With a few exceptions, which will be noted in the
sections on the individual RPAs, attendees were substantially in agreement with the priorities
which had been established by the RPAs and BCOM.
Review of data from second meetings and finalization of priorities
Following the second set of meetings, additional collected data was entered into the computer
database. BCOM staff discussed any possible changes in prioritization with the RPAs, and in
some cases, priorities were revised. This report was written, and reviewed by BTP&D staff. The
section for each RPA was then reviewed by that RPA’s staff. The RPA’s choices governed when
there were substantial differences of opinion about priorities. These priorities should be
understood as only for the purpose of this project. Several of the RPAs are preparing planning
documents which may reach different conclusions or set priorities based on different criteria.
Descriptions of existing and proposed
facilities by region
The following sections of the report summarize the input received through the process described
above in the 13 RPA regions. At the end of each section is a priority list. Prioritization criteria
and methods are described later in this document.
Berkshire County Regional Planning Commission
Berkshire County Regional Planning
Commission
The following proposals and descriptions of existing facilities in Berkshire County have been
submitted to the bicycle facilities inventory.
Existing facilities
Many commenters agreed that Berkshire County has many roads that are attractive for bicycling.
The southern part of the county, in particular, with its wide, level valley and rolling hills, is
crisscrossed with scenic, lightly-traveled roads described by commenters as "world-class
bicycling." In addition, many segments of major highways have wide shoulders and are excellent
as through bicycling routes. Berkshire County also offers challenging climbs for riders who seek
them. The most famous of these is the road over Mount Greylock, the highest mountain in
Massachusetts.
On the other hand, many segments of highway have no shoulders, and some narrow, secondary
roads are experiencing increases in traffic volume. The most difficult conditions for bicyclists
appear to be in and near the two major population centers of Pittsfield and North Adams.
There is at present only one designated bicycle facility in Berkshire County. This is Butler Road
on the grounds of the new Norman Rockwell Museum in Stockbridge, which has been closed to
motor vehicles.
Proposed projects
The following proposals are included in the bicycle facilities inventory.
Trails proposals
Housatonic River Greenway, Pittsfield
A linear park along the east and west branches of the Housatonic River would include three
segments of bicycle path.
Ashuwillticook Rail Trail
This trail would potentially run from Coltsville Corners on the east side of Pittsfield to North
Adams, following a railbed which runs roughly parallel to Massachusetts Route 8. At this time,
the rail line is only abandoned from Lanesborough to Adams.
West Stockbridge-Great Barrington
An abandoned railbed runs from the town center of West Stockbridge most of the way to the
town center of Great Barrington. It was proposed and funded as a bicycle trail in the late 1970’s,
but local concerns about potential misuse by motorcyclists stopped the project.
Huckleberry Trolley
An abandoned trolley railbed runs from Lee across the Berkshires to Blandford, in the Pioneer
Valley region. This railbed has potential in the long term as a through route. It crosses the
Massachusetts Turnpike several times, and the crossings would have to be accommodated either
with overpasses or with alternate routings.
Trail of Peace: North Adams, Williamstown
A citizens’ group has proposed a bicycle path along the active rail line between Williamstown
and North Adams. This is technically feasible, as only one track remains on the two-track right
of way. Bicyclists and pedestrians already informally access the railbed. "Trails with rails" have
been built elsewhere along active rail rights-of-way, for example, the Southwest Corridor linear
park in Boston.
Streets, roads and highways
Commenters generally agreed that there are many excellent roads for bicycling in Berkshire
County. Bicycling is, however, impeded because there are in many cases no attractive roads to
specific destinations. The most sensitive areas are as follows:
Lenox-Pittsfield corridor
Many commenters described the difficulty of travel between Lenox and Pittfield. Shoulders on
Route 7, the only major arterial, are of variable width, and a proposed reconstruction project may
narrow shoulders in many places. There is only one parallel road; it is narrow, hilly, and heavily
traveled.
Pittsfield streets
Several commenters suggested routes through Pittsfield, and recommended specific
improvements. Reasonably attractive through routes are available in many parts of the city, but
there are important missing links and barriers, especially in the downtown area.
Highways and town roads.
Many segments of major highways in Berkshire County have wide shoulders, making them
attractive for bicycling. This is especially true of Route 102; Route 7 from Pittsfield to Route 43;
and Route 8 between Pittsfield and Adams. However, several important segments of highway
have become less inviting for bicycling as motor vehicle traffic and adjacent development have
increased. Many secondary highways and town roads have no shoulders but carry moderate to
heavy traffic.
Cross-state routes
See the section of this report on cross-state routes for more detail on the following routes:
The westernmost north-south bicycle touring route lies entirely within the Berkshire Valley, and
the two east-west routes pass through it. The north-south route largely follows the one developed
under contract to the Massachusetts Department of Environmental Management (DEM) in 1993.
Both east-west routes pass through the Berkshire region. The southern one mostly follows Route
102 and Route 20. The northern one enters on Route 43, passes north of Pittsfield, and exits on
Route 116 and River Road from Savoy into Windsor.
Several scenic side trips are offered for both routes.
Berkshire County region priorities
None of the proposals for local facilities described above is near realization. The Housatonic
Valley Greenway and the Ashuwillticook Rail Trail are still gathering support which could lead
to funding for design and construction. The Pittsfield bypass, though its design is substantially
complete, has run into local opposition; its future is unclear.
It appears that the greatest potential for utility bicycling by Berkshire County residents may be in
Pittsfield, where the large population concentration results in many trips with short travel
distances. However, much work needs to be done to make bicycling a more viable transportation
choice in Pittsfield. Several commenters pointed out these issues.
The second major population center in the Berkshire Valley is the Williamstown-North Adams
corridor at the northern end of the valley. Williams College generates bicycle traffic. As
described in the section of this report on cross-state bicycle touring routes, improvements in the
route between North Adams and Williamstown along the Hoosic River are a promising way to
increase the attractiveness of bicycle travel there.
The priorities described in this section stem from the public meeting process; the priority list
here is not the same as the Berkshire Valley Regional Planning Commission’s.
1) The Housatonic Valley Greenway proposal, which would create bicycle paths along several
segments of the Housatonic River. This ideally would be combined with linkage to on-road
segments and extensions.
2) The proposed Ashuwillticook Rail-Trail, between Pittsfield and North Adams. The southern
terminus of the Ashuwillticook trail would provide bicyclists with access to the Berkshire Mall.
A potential extension to Coltsville Corners shopping areas would avoid the difficult Coltsville
Corners intersection. The southern extension also would link well to Pittsfield streets via lightly-
traveled Crane Avenue. One of the segments of the Housatonic Valley Greenway ends very close
to the potential southern terminus of the Ashuwillticook trail as well, and practical options
appear to exist to link the two paths with an on-street route on an industrial connector road which
could include specific bicycle-friendly features in its design. This connection might also use an
existing rail underpass under heavily traveled Route 9.
3) Bicycle accommodations related to linkage from Pittsfield south to Lenox. There is a
possibility that the proposed Pittsfield bypass, if it is built, would itself include bicycle-related
improvements that could address this problem. As a limited-access highway, it could include a
parallel bicycle path. The bypass also would run through the western section of the city and
relieve traffic from the city center even if no path is constructed. In this way, the bypass could
improve conditions for local travel, including bicycling, on the present Route 7 and other streets
in Pittsfield.
Cape Cod Commission
Cape Cod Commission
Bicycling on the Cape in increasingly popular. The Cape Cod Commission has recognized the
economic and environmental benefits of bicycling in its Long Range Transportation Plan.
Existing facilities
Cape Cod has a relatively large number designated bicycle facilities. This situation largely
reflects the heavy summer tourist traffic. Existing facilities which have been reported to the
bicycle facilities inventory project are:
Cape Cod Canal frontage roads
Frontage roads on either side of the canal are under the jurisdiction of the US Army Corps of
Engineers and are very popular as bicycle and pedestrian paths. They may be accessed at a
number of points, though access is often not clearly designated by signs or on maps.
Shining Sea Path, Falmouth
The Shining Sea Path, completed around 1980, follows the abandoned rail line from the center of
Falmouth to the Steamship Authority ferry dock in Woods Hole.
Falmouth bicycle routes
Several on-road routes in Falmouth have been designated.
Dennis paths and bicycle route
Paths in Dennis run parallel to parts of Old Bass River Road, Setucket Road and Old Chatham
Road. Mayfair Road is a designated bicycle route, though the town wishes to remove this
designation in view of increasing traffic volume.
Paths in Barnstable
A path runs along the south side of Route 28 through a residential and shopping district west of
the center of Hyannis. Another runs along Old Stage Road between Route 149 and Race Lane.
Cape Cod Rail Trail
The trail extends from Route 134 in Dennis to LeCount Hollow Road in Wellfleet, with gaps in
Orleans and Harwich. The first segment from Dennis to Orleans was completed in 1980. An
extension from Eastham to Wellfleet was completed in 1995. There is a short "missing link" in
Orleans and Eastham. New directional signs are being installed on the Rail Trail, a cooperative
effort of the National Park Service, the DEM and the Cape Cod Commission.
Nickerson State Park path, Brewster
A designated bicycle path runs from the park entrance around Cliff Pond to the south end of the
park.
National Seashore paths
These paths primarily provide access to beaches. They run from Route 6 to Coast Guard Beach
in Eastham; from Head of the Meadow Road to High Head Road in Truro; and through the
Province Lands in Provincetown.
Massachusetts Bike Route 1
Massachusetts Bike Route 1, a designated bicycle touring route, extends between Boston and
Provincetown, with a spur to Woods Hole. Ferryboat connections are available at both
Provincetown and Woods Hole. The route is mostly on roads, but it makes use of the Shining
Sea Path in Falmouth and the Cape Cod Rail Trail.
Parking
The Cape Cod Commission has a contract with the MHD for a bike locker demonstration project.
Lockers have been installed in Harwich and Mashpee. Lockers are planned for Falmouth,
Barnstable, Provincetown and Eastham.
Bicycle on bus service
The Sea-line (Cape regional bus from Barnstable Village to Woods Hole in Falmouth) has racks
to accommodate passengers’ bicycles.
Ferry service
Several ferry companies will transport passengers’ bicycles for a small additional charge,. The
ferries connect the Cape with Gloucester, Boston, Quincy and Plymouth, on the mainland, as
well as Martha’s Vineyard and Nantucket. All run in the summer only, except the Steamship
Authority ferries to Martha’s Vineyard and Nantucket, which run year-round.
Proposed projects
The following descriptions of proposed facilities have been submitted to the bicycle facilities
inventory.
Shining Sea Path extension
A proposal from the Town of Falmouth would extend the Shining Sea Path past the center of the
town. Part of the extension is a rail with trail, though only one train per week presently runs to
Falmouth. A spur path is planned to the High School. Additional proposals would provide a rail
with trail as far as the Bourne Bridge.
Improvements at Cape Cod Canal bridges
Several commenters pointed out that the sidewalks of the Bourne and Sagamore Bridges are
narrow, and suggested improvements such as cantilevering a bicycle path from the side of the
bridge. One advantage of this is that it could allow the bridge to be widened for vehicular traffic.
Commenters also expressed a desire to improve connections at the ends of the bridges, where
there are no signs to direct bicyclists to the bridge or to the Canal frontage roads.
Cape Cod Rail Trail improvements, connections and extensions
Many commenters including the Cape Cod Commission pointed out that the original section of
the Rail Trail is due for repaving, and that widening and additional signage might be considered
in view of heavy use of the trail.
An Orleans link between the two unconnected sections of the rail trail is proposed, and is in the
Transportation Bond Issue. This would require a Route 6 overpass. Another overpass is needed
at Route 6 in Harwich to eliminate a detour.
A Harwich-Chatham spur of the rail trail is nearing 100% design. There is funding in the
Transportation Bond issue for this, and it is in the 1996 Transportation Improvement Plan.
Private ownership of parts of the right of way pose a potential obstacle to extension of the Rail
Trail through Wellfleet and Truro. The most promising approach would seem to be a trail not on
the railbed, but east of Route 6, providing access to National Seashore ponds not presently
accessible by good roads. Bicyclists may also use lightly-traveled Old County Road in Wellfleet,
and Route 6 from Truro to North Truro, which has wide shoulders.
Another proposal would extend the rail trail through Barnstable, in the most difficult section for
through bicycle travel of the entire Cape. The actual route might deviate from the rail line here as
well. One individual commenter proposed a rail with trail all the way to Bourne.
Falmouth/Bourne/Barnstable bike routes
Representatives of the advocacy groups Mad About Cycling and the Falmouth Bikeway
Committee suggested a number of designated shared roadway routes in Falmouth and
neighboring towns. Some routes in Falmouth have already been designated.
Route 151 proposals
Three different proposals were received; one from the Falmouth Bicycle Committee for bicycle
lanes, one for a path on the north side in Mashpee, and another for a path on the south side.
Mashpee proposals
Commenters from Mashpee had several suggestions, mostly for paths adjacent to roadways, but
some for bicycle lanes.
Hyannis Intermodal Center and related projects
An intermodal transportation center is proposed for Hyannis, integrating rail, bus and ferry
terminals. There is a proposal to bring a spur of the Cape Cod Rail Trail to the intermodal center.
Harwich-Chatham Bikeway
This proposal would add a spur to the Cape Cod Rail Trail, primarily utilizing abandoned
railroad right-of-way.
Provincetown projects
A rail trail is proposed in Provincetown to relieve traffic on busy Commercial Street and
Bradford Street. An improvement of Race Point Road to connect with the existing Province
Lands paths is also proposed. Other proposals have been described, for a path adjacent to Moors
Road, and a bike lane on Route 6 (an alternate to the proposed rail trail in Provincetown), as well
as improvements to the Province Lands trails in the National Seashore.
Highway and road widening
Besides the Route 151 bike lane proposal, there were suggestions to add shoulder width to Route
28 in Falmouth and Route 6A in Sandwich on the Upper Cape. Several commenters expressed a
desire for adding width whenever feasible and necessary, and pointed out that this approach is
more economical and allows easier and more direct travel than bicycle paths.
Parking
Several commenters expressed a desire for bicycle parking at numerous points including
shopping areas, beaches and educational institutions.
Cross-state routes
See the section of this report on cross-state routes for more detail on the following routes:
The southern east-west cross-state route converges with the coastal north-south route on Cape
Cod. Both terminate in Provincetown, with a spur to Woods Hole. The routing suggested for the
segment from Sandwich to Dennis is somewhat different from that of the existing Massachusetts
Bike Route 1, to provide access to Craigville Beach and the Hyannis ferry docks, and to avoid
narrow, congested Route 6A in Barnstable.
Cape Cod region priorities
The following priorities were developed through the inventory process:
1) Rail trail improvements, extensions and links including the two overpasses of Route 6 in
Orleans and Harwich; the extension through Dennis, Yarmouth and Barnstable and the repaving,
widening and signage of the oldest segment of the trail, between Dennis and Eastham. The
Harwich-Chatham spur is near 100 percent design.
2) Improvements to connections at the Cape Cod Canal. Economical and simple measures
include signage, designation and improvement of routes to and from the ends of the bridges and
the Canal frontage roads. A far more expensive, yet desired improvement would be wider
bikeways/walkways on the bridges, which might also allow increasing the width of the roadway
for motor traffic by removing the walkway inboard of the bridge towers.
3) Maintaining and improving streets and roads for bicycling during the course of normal
maintenance and reconstruction.
4) Extension of the Shining Sea Path to North Falmouth. This is near 100 percent design.
Central Massachusetts Regional Planning Commission
Central Massachusetts Regional Planning
Commission
The following descriptions of existing facilities in the Central Massachusetts region have been
submitted to the bicycle facilities inventory.
Existing facilities
Much of the Central Massachusetts region is relatively lightly populated. Even some major
highways are lightly used and suitable for through bicycle travel. Bicycle clubs, notably the
Seven Hills Wheelmen, regularly use the roads and highways for their scheduled rides.
Worcester, on the other hand, is the second-largest city in New England. Additionally, Worcester
is bisected by Interstate Route 290, a major geographic barrier for bicyclists.
There are several designated bicycle routes in the Central Massachusetts region:
Worcester on-road routes
The City of Worcester has had two designated signed bicycle routes on streets. These could be
upgraded with new signage.
Route 146 Bikeway
Though plans for a bikeway as part of the Route 146 reconstruction in Worcester and Millbury
are not complete, the project is funded.
Maine to Virginia touring route
A touring bicycle route designated by the Adventure Cycling Association as part of its Maine to
Virginia route passes from north to south through the Central Massachusetts region, generally
east of Worcester and on lightly-traveled rural roads. (See section on cross-state routes for more
detail.)
Proposed projects
The following proposals have been submitted to the bicycle facilities inventory
Grand Trunk-related proposals
Several linked proposals, if realized, would constitute a continuous bikeway, mostly off-road,
across the southern part of the Central Massachusetts area. This bikeway would continue into the
Pioneer Valley and Metropolitan Area Planning Council regions at either end. An advocacy
group, the Grand Trunk Trailblazers, is coordinating support for these facilities.
Grand Trunk railbed
The Grand Trunk railbed was constructed around 1910 and stretches all the way across the
southern edge of the Central Massachusetts region. Its purpose was to link existing railroads
from Montréal with the port of Providence, which remained open through the winters. The main
financial backer died in the sinking of the Titanic in 1912, and the project was abandoned.
Tracks were never laid, and trestles were never constructed across rivers and valleys. Most of the
railbed is now in private and fragmented ownership. While it may be feasible to construct a rail
trail on some segments of the Grand Trunk railbed, other alternatives appear preferable for many
segments. The following list of segments includes some on the Grand Trunk railbed and others
which are not.
Tawasqua Bikeway
This consists mostly of a system of paths in Brimfield (in the Pioneer Valley region), with some
extending into Sturbridge. The major purpose is to connect local and regional schools with
residential neighborhoods.
Brimfield-Sturbridge link on Route 20
The suggested facility consists of bicycle lanes or wide shoulders on US Route 20. Route 20 is in
the same corridor as parts of the Tawasqua Bikeway (above) but would be more direct for eastwest through travel. The traffic volume of approximately 9000 vehicles per day on this part of
Route 20 requires consistent shoulder width to accommodate bicyclists.
Sturbridge Bikeway
This would extend east to west through Sturbridge, mostly using the Grand Trunk railbed. It
passes Old Sturbridge Village, an important point of interest.
Connection through Southbridge
The Town of Southbridge is currently planning a multi-use trail through its downtown area using
a combination of former rail right of way and existing streets.
Quinebaug Valley Trail
This trail on a segment of abandoned Providence and Worcester railbed closely parallels the
Grand Trunk railbed between Southbridge and Dudley, but will likely be purchased by the
Massachusetts DEM following abandonment procedures by the railroad. Its development is
therefore more feasible than that of the parallel segment of the Grand Trunk line. Approximately
two miles of the proposed Quinebaug Trail are in Thompson, CT; the State of Connecticut
supports its conversion into a rail trail.
Connection through Webster
The Grand Trunk railbed passes through Webster and connects to the proposed Quinebaug
Valley Trail and Southern New England Trunkline Trail (SNETT, see below) either side of
Webster. However, in view of potential difficulties in establishing a continuous path on the
railbed, the Grand Trunk Trailblazers have suggested an on-road route, partly in Connecticut, as
a link across Webster. This would use rural roads south of Webster into Connecticut, to link with
the proposed Southern New England Trunkline Trail.
SNETT (Southern New England Trunkline Trail)
Running between Blackstone, MA and Putnam, CT, this segment of abandoned railbed is
presently in DEM ownership, unlike the parallel Grand Trunk segment. It already serves as a
multi-use trail, and Massachusetts funding for trail improvement appears to be underway towards
approval.
Other proposed rail trails
Several additional rail trails have been proposed. Not all have been clearly delineated on maps or
represent active proposals.
Barre to Templeton
This railbed, in Massachusetts DEM ownership, is proposed for conversion to a bicycle trail.
Some questions about wetland incursions remain. The corridor extends into Winchendon, in the
Montachusett region, though not in public ownership.
Holden-Rutland Rail Trail
This follows the abandoned Central Massachusetts railbed from the north end of Holden across
Rutland and to the east end of Oakham. Its connection or continuation at either end is unclear.
Auburn-Oxford-Webster
This railbed, abandoned in the 1950’s, provides a direct north-south route. It crosses Route 395
in Oxford and the Massachusetts Turnpike in Auburn; no information was provided to the
inventory project as to whether grade-separated crossings exist there. Ownership is fragmented.
A flood control project and an active gravel pit operation have disrupted the continuity of the
right of way.
Central Massachusetts Rail Trail
This project is largely in the Metropolitan Area Planning Council region. One proposal ends in
Berlin, but may be extended further into Clinton, in the Montachusett region. The railbed being
considered for this project is part of the same one described under the heading "The HoldenRutland Rail Trail" (above).
Blackstone Valley to Worcester Corridor
Blackstone Valley Bikeway
This major project is being developed under Federal leadership by the Blackstone River Valley
National Heritage Corridor Commission (BRVNHCC) in cooperation with MHD and DEM. A
proposed bicycle facility incorporating on-road and path segments would extend from
Blackstone to Millbury, connecting with a Rhode Island segment at one end and the Route 146
Bikeway (see below) at the other. The exact routing has not yet been determined.
Route 146 Bikeway
This is a funded project, though not yet constructed, extending from Millbury into Worcester,
and is described above as an existing project.
Millbury Junction Trail
This rail spur would connect the Blackstone Valley corridor with the northeast corner of
Millbury using an abandoned railbed. Freight service ended in the 1970’s and the rails were later
removed. This railbed appears to have strong potential for trail development.
City of Worcester/Town of Leicester/Regional Trails Working Group projects
Two multi-use trail proposals have been submitted by the City of Worcester/Town of
Leicester/Regional Trails Working Group and are currently being considered for funding under
the Transportation Enhancement Program. The first trail runs from northern Leicester into
Worcester connecting with Tatnuck Square, Webster Square and Brosnihan Square (via Hope
Avenue, Southbridge Street and McKeon Road). At Brosnihan Square, the trail would connect to
the proposed Route 146 Bikeway and from this to the Blackstone River Bikeway. The second
proposed trail runs north on Salisbury Street from Worcester’s Union Station to Morgan Park,
located on the shores of Indian Lake.
Leicester projects
Several linked paths and on-road routes have been proposed for the Town of Leicester. One of
these may eventually link to City of Worcester routes and to the Route 146 Bikeway.
Shrewsbury projects
A trail on a power line right of way has been proposed for Shrewsbury, as well as two others
which incorporate on and off-road segments.
Highway and road improvements
Many commenters pointed out highway segments which are attractive for bicycling, and
recommended a program of maintenance and improvements.
Routes 122, 122A and 62 and 68
These highways through the northern part of the Central Massachusetts region were described
repeatedly as attractive through routes. Suggestions were received for maintenance and for
upgrading, reflecting existing and anticipated traffic volume. Traffic is highest on Route 122
(10,350 vehicles per day at the Rutland-Oakham town line) and 122A (7,950 vehicles per day in
Rutland east of Route 56). Traffic on Route 68 is moderate (4,500 vehicles per day in Rutland,
but with wide shoulders) and very light on Route 62 (950 vehicles per day at the HubbardstonPrinceton town line). These figures are from the years 1990 and 1992. Traffic volume is
expected to increase at 1 percent per year or less.
Route 30, Westborough and Grafton
This was described as the only reasonably attractive east-west through route in its corridor, but in
need of improvement.
Route 15
This highway closely parallels Interstate 84 from Sturbridge almost to the Connecticut border,
where it is interrupted by Route 84. It therefore carries very little traffic. Its function as a through
route has been taken over by Route 84. The connection to roads open to bicycling at the other
side of the border apparently would have to be via a connecting path alongside Route 84.
Route 49
This highway runs from Route 20 in Sturbridge to Route 9 in Spencer. It has been described as
an attractive route for bicycling due to its wide shoulders. It provides access to Wells State Park.
Encouraging bicycle use on Route 49 mostly requires the maintenance and improvement of
routes to connect with it at its ends.
Wachusett Reservoir Loop
Routes 70, 140, 110 and 12 have been suggested as a designated bicycle route around Wachusett
Reservoir.
Auburn-Charlton-Southbridge
One commenter pointed out a route on town roads extending from Auburn southwest through
Charlton to Southbridge on roads generally south of Route 20 and east of Route 169. This
appears to be a useful (if hilly) through route, and its utility will continue if future improvements
accommodate bicycle travel.
Cross-state routes
See the section of this report on cross-state routes for more detail on the following routes:
The northern east-west cross-state route passes through Princeton, along the eastern side of the
Wachusett State Park and then east on Route 62. An alternate routing follows Route 122 and
Route 62 from the west and joins the main route in the center of Princeton.
The southern east-west route runs across the south end of the county from Sturbridge to Mendon
roads. In the future, it might make use of many of the Grand Trunk-related proposals. A side trip
to the north is offered, in order to access the scenic Purgatory Chasm in Uxbridge.
A north-south route from Dudley east to Uxbridge and then north to Berlin has already been
surveyed and designated by the Adventure Cycling Association as part of its Maine to Virginia
Trail. In the future, this route might incorporate a portion of the Blackstone Valley Bikeway and
Grand Trunk proposals.
Central Massachusetts region priorities
Priorities developed through the inventory project are:
1) City of Worcester /Town of Leicester/Regional Trails Working Group proposals and
connecting projects. The connecting projects include the Route 146 Bikeway and the connecting
Blackstone River Bikeway. As urban projects serving a large population, these have strong
potential for bicycle transportation. Shrewsbury and Holden projects also form part of this
priority if they connect to the other proposals.
2) Quinebaug Valley Trail, Southbridge proposal and Sturbridge Bikeway. Of all the Grand
Trunk-related segments, these together appear to have the greatest transportation potential. They
would pass a new Department of Defense facility (former American Optical plant) with hundreds
of employees; would provide a crossing of Route 84, linking the two halves of Sturbridge; and
would serve the Old Sturbridge Village site as well as local schools. They should be coordinated
with a plan for bicycle access to the west through Brimfield. Both of these connections could be
met economically with on-road bicycle routes including a program of maintenance and
improvement.
3) Maintenance and improvement of highways to accommodate bicycle travel, particularly where
they serve a growing population. Commenters have described many highways in the Central
Massachusetts area as attractive for bicycling. In many cases they are and will remain for the
foreseeable future the major arterial routes for bicyclists, as they are for motorists. Improvements
include providing adequate width for lane sharing, and bicycle-sensitive intersection treatments.
Franklin County Planning Department
Franklin County Planning Department
The following proposals and descriptions of existing facilities in Franklin County have been
submitted to the bicycle facilities inventory.
Existing facilities
Franklin County has a low population density, with only 70,000 inhabitants. There are many
attractive, lightly-traveled roads in rural areas. However, much of the county is hilly, forcing
through traffic onto several major highways in the valleys. Some of these, particularly Route 2 in
Erving, lack the shoulders which would make them more suitable for bicycling in view of the
heavy traffic which they carry.
Another concern is that of crossing the Connecticut River. Crossings are limited; one bridge in
Northfield has been closed recently, and another between Sunderland and Deerfield has been
reconstructed with narrow lanes which discourage its use by bicyclists.
The one major population concentration in and around Greenfield has typical urban issues for
bicycle travel, with traffic volume and speed that discourage children and novices from using
bicycles for transportation on many streets. There is considerable potential for bicycle
transportation to and from local schools and academies.
Proposed Projects
The following proposals have been submitted to the bicycle facilities inventory.
Franklin County Bikeway
This is a comprehensive, community-based bicycle route system. It is notable for its flexible
implementation, using bicycle paths, shared roadways and bicycle lanes. It potentially connects
with other facilities south to Northampton and Sunderland along either bank of the Connecticut
River.
Northfield Bikeway
This project has been merged into the Franklin County Bikeway and consists largely of routes on
roads, including the use and improvement of one dirt road as a shared roadway.
Other trails projects
A proposal was submitted for a trail along the Miller’s River from Montague to Winchendon;
several corridors for potential trails were described without any active proposal. These included
descriptions of an abandoned railroad bed from Athol to New Salem, ending at the Quabbin
Reservoir, and abandoned segments of roadway along Route 202.
Rural roads and highways
One commenter has mapped a set of four bicycle tours on rural roads in the hill towns west of
Greenfield, partly on highways and partly on local rural roads. Another sent detailed descriptions
of the conditions of the major highways. They both agreed generally that many town roads are
suitable for bicycle touring, with very low traffic volume. However, the condition of the
numbered highways varies widely, from Route 112 between Ashfield and Goshen, which is
excellent for bicycling with its wide shoulders, to parts of Routes 2 and 5/10 among others,
where more pavement width would allow them to accommodate bicycle use better, in view of the
heavy motor vehicle traffic which they carry. Improvements to highways were rated as of
importance by several commenters.
Cross-state routes
See the section of this report on cross-state routes for more detail on the following routes:
One proposed north-south cross-state route and one east-west route pass through Franklin
County. These may eventually make use of several bikeways proposed in the region.
Franklin County region priorities
Priorities developed through the inventory process are:
1) Franklin County Bikeway, with emphasis on the segments in and around Greenfield. Of
particular importance is the maintenance and improvement of Connecticut River bridges for
bicycle travel.
2) Highway improvements to generate and maintain needed width, particularly in segments
where alternate through routes are not available.
3) Northfield Bikeway, including the improvement of River Road and Pine Meadow Road,
widening of Route 63 where needed, and designation of a route linking the campuses of the
Northfield-Mt. Hermon School. Special attention should be given to maintaining bicycle access
across the Connecticut River. While the Schell Bridge appears to be beyond repair, the Route 10
bridge is sufficiently wide for bicycle/motor vehicle lane sharing. Another potential crossing,
closer to the center of Northfield, may be a bicycle bridge cantilevered to the nearby railroad
bridge.
4) Design and construction of the Fairground Road Bike Path.
Martha's Vineyard Commission
Martha's Vineyard Commission
Martha’s Vineyard presents a unique and challenging situation regarding bicycle transportation.
The bicycling population is very diverse, and every summer season brings an influx of visitors to
the island, many of whom bring or rent bicycles. The island’s transportation infrastructure is
heavily stressed during the summer tourist season.
Existing facilities
The following proposals and descriptions of existing facilities on Martha’s Vineyard have been
submitted to the bicycle facilities inventory. Facilities funded for construction though not yet
built are also described as "existing" for purposes of this project.
Bicycle trails:
The island has a number of existing bicycle trails, some of which are due for upgrading.
State Forest Bicycle Trails
These trails run in a loop in the State Forest at the center of the island, with extensions funded for
construction eastward along Edgartown-West Tisbury Road and north to the EdgartownVineyard Haven Road along Airport Road.
Edgartown-Vineyard Haven Road path
This path, built in the early 1980’s, extends from the outskirts of Vineyard Haven to the junction
of Main Street and the Edgartown-West Tisbury Road in Edgartown.
Katama Road path
This path extends from the outskirts of Edgartown to South Beach, on the south shore of the
island. It was built in the late 1980’s.
Beach Road path
This path parallels Beach Road between Oak Bluffs and Edgartown on the inland side. It was
built in the 1970’s and rebuilt in the late 1980’s. It does not extend all the way to the town center
of Oak Bluffs at the north end. It connects with the Edgartown-Vineyard Haven Road path at the
south end.
County Road and Beach Road path
This path, funded for construction, connects Beach Road at the east end of Vineyard Haven with
Edgartown-Vineyard Haven Road and provides access to Oak Bluffs from inland.
In-town bicycle routes
Vineyard Haven and Edgartown have designated bicycle routes on streets, connecting with
through roads and paths outside the town centers.
Ferries
Ferries run between Martha’s Vineyard and New Bedford, Woods Hole, Falmouth, Hyannis and
Nantucket. A ferry also connects Chappaquiddick Island to downtown Edgartown, and another
crosses Menemsha Harbor near the western end of Martha’s Vineyard. Only the Chappaquiddick
Island ferry and the ferries connecting with Woods Hole transport motor vehicles, but all of the
ferries transport bicycles.
Proposed projects
The following proposals have been submitted to the bicycle facilities inventory.
Vineyard Haven town line to State Forest
A path is proposed adjacent to Old County Road Road in West Tisbury to connect Vineyard
Haven with the paths in the State Forest. The part in Tisbury is already slated for construction.
Several alternative proposals were offered by citizens at the second public meeting.
State Road from Old County Road to Indian Hill Road
A proposed path would branch from the route to the State Forest and lead toward North Road.
West Tisbury citizens have proposed an alternative routing using Ancient Ways (disused roads).
This proposal is part of a proposed route to Menemsha and Gay Head (see next item).
West Tisbury, Chilmark, Gay Head: North Road
Suggestions were received for a bicycle facility connecting State Road with the ferry across
Menemsha Harbor. The type of facility has not been determined as of yet. It may be a bicycle
route on the road, or a path.
Oak Bluffs-Edgartown: power line right of way
The proposal is for a path along the eastern boundary of the State Forest, connecting the
Edgartown-Vineyard Haven Road with West Tisbury Road.
Chappaquiddick Island
A path is proposed to parallel Chappaquiddick Road from the ferry dock to Wasque Road.
Edgartown: Herring Creek Road and Atlantic Avenue
A path is proposed to parallel these roads between the Edgartown center and South Beach.
Vineyard Haven/Ancient Ways Access
A citizen has suggested an alternate route between Vineyard Haven and Edgartown-Vineyard
Haven Road, via Lagoon Pond Road and Weaver Lane, and potentially for access to ancient
ways (disused roads) to the west of Edgartown-Vineyard Haven Road.
Road improvements and signage
Several citizens proposed "share the road" signage and improvements to provide consistent lane
width for bicycle routes on roads.
Martha’s Vineyard region priorities
Martha’s Vineyard has several very diverse bicycling populations. A very large percentage of
bicycling is conducted by tourists, and the level of bicycle use is far higher during the summer
tourist season than at other seasons when weather is still no obstacle to bicycle use. Resident
bicyclists, resident non-bicyclists, experienced and novice bicycle tourists all perceive priorities
very differently. The range of opinion on the Vineyard was very wide, but it is the Martha’s
Vineyard Commission which must approve the priorities for this report. The final choice of
priorities approved by the Martha’s Vineyard Commission is as follows.
1) To see existing proposals approved by the EOTC through to construction. These include
projects in Tisbury, West Tisbury and Edgartown.
2) To extend the system of paths in the Martha’s Vineyard State Forest, including a path in the
power line right of way between Edgartown-Vineyard Haven Road and Edgartown-West Tisbury
Road along the eastern boundary of the State Forest.
3) To develop a bicycle route or path from Vineyard Haven to Menemsha. As stated earlier, the
type of facility has not yet been determined.
4) To examine the possible use of Ancient Ways as bicycle routes, where feasible.
Merrimack Valley Planning Commission
Merrimack Valley Planning Commission
The following proposals and descriptions of existing facilities in the Merrimack Valley region
have been submitted to the bicycle facilities inventory.
Existing facilities
The Merrimack Valley region has two urban centers, in Lawrence and Haverhill. Haverhill
developed a bikeway plan in the 1970’s, mostly with on-road facilities. However, the plan was
not realized. The urban centers have the usual problems with traffic speed and volume which
discourage child and novice bicyclists.
Outside the urban areas, there are large, lightly-populated areas with many lightly-traveled roads.
There are at present no designated bicycle facilities in the region of which this project was made
aware.
Proposed projects
The following proposals have been submitted to the bicycle facilities inventory.
At the first public meeting, few proposals were presented for the heavily populated areas of
Haverhill and Lawrence. Following the meeting, the Planning Commission made this known to
the city administrations. Additional projects, and extensions of previously submitted projects,
were presented at the second meeting. This is especially important since the new projects include
bridge improvements at crossings of the Merrimack River, the major geographic barrier in the
region.
The Planning Commission is underway with a project to identify scenic and historic corridors.
Some may be logical locations for bikeways.
Rail-Trail proposals
Several organizations and individuals have proposed rail trails in the region:
North Shore Bikeways rail-trail proposals (Border to Boston Trail)
The North Shore Bikeways Coalition has developed an ambitious vision of rail trails connecting
New Hampshire to Boston.
Various segments of the trails appear to be easily realizable, due to the condition of the railbeds.
The core of the proposal is for a rail trail from Danvers to Newburyport via Georgetown. Other
segments would link this to Newburyport and on to Salisbury and Amesbury at the north end; to
Peabody and Salem at the south end; and by road, to the Minuteman bicycle path and into
Boston.
Bradford Bikeway (Groveland-Haverhill)
The suggestion is for a path and on-road bikeway connecting between Groveland and the
Merrimack River bridges in Haverhill. The AT&T Bicycle Users’ Group has a connecting
proposal for a path/route to connect this to the North Andover Bikeway (see below).
Lawrence-Methuen
The City of Lawrence submitted a proposal from the 1970’s for on-road bicycle routes. It
appears that this was not implemented. There is some interest at present in improving bicycle
access across the Merrimack River Bridges in Lawrence, linking to the North Andover Bikeway.
An individual commenter presented a proposal for bikeways in a park along the Shawsheen
River in Lawrence.
Town bikeway projects
Several towns, notably North Andover, Andover, Salisbury and Newburyport, have submitted
plans for local systems of bikeways connecting locations within the single town.
Andover
Proposals for Andover include two on-road bikeways and a trail along the Shawsheen River.
Together, they provide access to many parts of the town.
North Andover
There was a suggestion for a trail in North Andover from the northwest to the southeast along an
abandoned rail right of way, connecting at its northwest end to the Bradford Bikeway.
Salisbury
A proposal was received for a trail in Salisbury on an abandoned rail right of way from the
Merrimack River north to the New Hampshire border, with a spur westward to Amesbury.
Newburyport
Two paths in Newburyport were proposed, one along the riverfront and another between the
railroad station and the riverfront.
Road improvements
Improvements to streets and highways were suggested by a number of individuals, notably
Emmett Halpin of Wakefield. His recommended improvements appear to indicate roads used for
through bicycle travel which may require more attention to maintenance and be considered for
upgrading to accommodate bicyclists better.
Several proposals for bikeway systems included long segments on roads. Halpin’s own
recommendations for the Haverhill Street/Jenkins Road/Boston Street/Route 114 corridor
between Reading and North Andover fall into this category.
River Road in Amesbury and Route 1A in Newbury and Rowley have also been proposed as
bicycle routes.
Cross-state bicycle routes
See the section of this report on cross-state routes for more detail on the following routes:
One north-south route passes through the Merrimack Valley region, as does a side trip to the
North Shore and Cape Ann.
Merrimack Valley region priorities
The following priorities were developed through the inventory process:
1) Bradford bicycle path (Georgetown-Haverhill). This connects an urban area with a suburb.
The utility of this project will be greatly increased by improved connections across the
Merrimack River, as described in the Haverhill bicycle route plan. The two should be considered
as one project.
2) Andover system of road improvements and paths. Together, these comprise a fairly
comprehensive system of community-wide improvements.
3) North Andover path, primarily the northern segment connecting to Lawrence. The southern
segment will require careful design to overcome potential safety problems due to the current
numerous grade crossings. Like the Andover system, the North Andover one will be much more
useful with attention given to the connections across the Merrimack River and through the
industrial area in the bend of the Merrimack River to Haverhill, as suggested by the AT&T
Bicycle Users’ Group.
Metropolitan Area Planning Council
MAPC NORTH MAP (MetroWest, Minuteman, North Shore, North Suburban)
MAPC SOUTH MAP (Inner Core, South Shore, SouthWest, Three Rivers)
Instructions for viewing the online maps (important!)
Metropolitan Area Planning Council
MAPC Inner Core
MAPC North Shore And North Suburban
MAPC SouthWest, MetroWest And Minuteman
MAPC Three Rivers and South Shore
MAPC region priorities
The Boston area was the first major center of bicycling activity in the United States, the
home in the 1880’s of the founders of the League of American Wheelmen (now League of
American Bicyclists) and of Pope/Columbia, the first large manufacturer of bicycles in the
United States. At present, with its high population density and traffic congestion, the Boston
area also reflects perhaps one of the greatest opportunities for bicycle transportation in
Massachusetts.
The Metropolitan Area Planning Council (MAPC) is by far the largest of all of the RPAs.
For this reason, it is divided into eight subregions:







Inner Core (IC)
North Shore Task Force (NSTF)
North Suburban Planning Council (NSPC)
Minuteman Advisory Group on Interlocal Coordination (MAGIC)
MetroWest Growth Management Committee (Metrowest)
SouthWest Advisory Planning Committee (SWAP)
Three Rivers Interlocal Council (TRIC)

South Shore Coalition (SSC).
By agreement with staff, the inventory project held public meetings at four locations:
central, north, west and southern. There was some overlap in coverage, but generally, the
central meeting location was for the Inner Core; the northern location, for the NSTF and
NSPC; the western location, for MAGIC, Metrowest and SWAP; and the southern location,
for TRIC and SSC. The organization of the following sections of the report reflects this
division. [Repeated here for convenient Web access]
MAPC Inner Core
MAPC North Shore And North Suburban
MAPC SouthWest, MetroWest And Minuteman
MAPC Three Rivers and South Shore
MAPC region priorities
The MAPC has indicated that it will evaluate the inventory from the present project using
criteria that reflect the goals of the MAPC’s MetroPlan 2000 when developing a regional
bicycle and pedestrian plan. The MAPC’s response to the priorities stated in this report may
change somewhat once that evaluation has been completed. Although the inventory process
was designed to capture projects proposed by cities, towns and citizens, the MAPC has
pointed out that some categories of projects are underrepresented: in particular, bicycle
parking. Also, due to the emphasis on populated areas in the prioritization criteria
established by the EOTC, several major regional projects proposed for the region, including
the Assabet River Rail Trail, Central Massachusetts Trail and SWAP/Metrowest Bikeway
were not given priority status.
Montachusett Regional Planning Commission
Montachusett Regional Planning
Commission
Existing facilities
There is a designated bicycle path in Fitchburg. Additionally, the Planning Commission has
designated part of Route 31, with wide shoulders, as a bicycle route, and has designated others
for improvement.
Proposed projects
The following suggestions for facilities in the Montachusett region have been submitted to the
bicycle facilities inventory.
Rail Trail proposals
Several major rail-trail proposals were submitted.
Burnshirt River Bikepath
This would run between Winchendon and Hubbardston, continuing into town of Barre, which is
in the Central Massachusetts Regional Planning Commission region. The northern end would
connect to an existing rail trail in Mason, NH. The right of way is owned by the DEM as far
north as Templeton.
Cheshire Branch Bikepath/Crystal Lake Bikepath
This would run from the center of Gardner north to the New Hampshire border.
Greenville Branch Bikepath/Squannacook River Greenway
This would run from Shirley to Townsend and north to the New Hampshire border. It is a
proposal of the Nashua River Watershed Association.
Hollis Branch Bikepath/Ayer to Dunstable
This would run north from the center of Ayer to the New Hampshire border. This right of way is
owned by the DEM. A preliminary design study is in preparation.
Other bikeway projects
Fitchburg to Leominster Bikeway/Nashua River Greenway
The core of this proposal is a short bikeway in Fitchburg and Leominster, including some
segments on road. It potentially could extend south as far as Clinton. A few other segments of
bikeways are planned for Fitchburg, to link other routes.
Gardner Heritage State Park Bikeway
This is a proposal for a bicycle route through parklands in Gardner, including on-road and path
segments.
Fort Devens bikeways
As part of the proposed redevelopment of Fort Devens, bicycle paths would be constructed.
Town of Harvard bikeways
Both existing and proposed segments would comprise this system. It would link with the Fort
Devens system.
Rural roads and highways as bicycle routes
The Planning Commission has designated many of the lightly-traveled and scenic highways
outside the urban areas as a resource for bicycle transportation and tourism. As described, a
continuing program of maintenance and improvements should incorporate bicycle
accommodations in order to preserve this resource.
Cross state bicycle routes
See the section of this report on cross-state routes for more detail on the following routes:
A proposed east-west route enters the Montachusett region in Royalston, turns south at
Winchendon, following the Route 140 corridor and the eastern border of Wachusett State Park,
and continues to the east along Route 62. It exits via Littleton County Road in Harvard. Alternate
routings for the western end are possible on Route 122 and 32 or on Route 2A.
A north-south route, already surveyed, mapped and publicized by the Adventure Cycling
Association, enters via Frye Road in Bolton, joins the east-west route briefly and exits via Shaker
Road in Harvard.
The Hollis Branch Bicycle Path suggests itself as part of the north-south route, and the Crystal
Lake Bicycle Path as part of the east-west route.
Montachusett region priorities
The following priorities have been developed through the inventory process:
1) Fitchburg to Leominster bikeway, incorporating a portion of the Nashua River Greenway.
2) Gardner Heritage State Park bikeway, with some engineering review and potentially including
a shortcut between the ends of the originally proposed bikeway.
3) A continuing program of highway maintenance and improvement during the course of normal
repair and reconstruction. The Montachusett region has in fact designated most of its highways
as potential bicycle routes. In this hilly region, there are few alternatives to the highways for
through travel.
4) The Fort Devens bikeway system. Especially note the proposal for use of Shirley Road,
Lancaster as a through route including an underpass at Route 2.
Nantucket Planning and Economic Development Commission
Nantucket Planning and Economic
Development Commission
The island of Nantucket accommodates a heavy volume of bicycle traffic. Much of this traffic is
accommodated on bicycle paths.
Existing facilities
Nantucket has a number of existing bicycle facilities, namely:
Surfside Bicycle Path
This path, built around 1980, parallels Surfside Road to Surfside Beach on the south shore of the
island. It does not extend all the way to the end of Surfside Road at Vesper Lane in downtown
Nantucket.
Milestone Bicycle Path
This path, also built around 1980, extends the length of Milestone Road from the Rotary, at the
intersection of Milestone Road, Old South Road, Orange Street and Sparks Avenue in downtown
Nantucket to Siasconset, a village at the east end of the island.
Madaket Bicycle Path
This path, built in 1987, extends from the west end of Main Street in the downtown of Nantucket
to the west end of the island.
Polpis Bicycle Path
This is scheduled for construction in the fall of 1995. It runs from the intersection of Milestone
Road and Polpis Road to Siasconset, along the south side of Polpis Road.
Cliff Road Bicycle Path
This path, built in 1988, runs from the west end of downtown Nantucket along Cliff Road to its
junction with Madaket Road and Eel Point Road.
Ferry Service
Car ferries travel between Nantucket and Woods Hole year round, and Hyannis in the tourist
season. Passenger ferries travel between Nantucket and Hyannis as well as Martha’s Vineyard
and Harwich in the tourist season. All carry passengers’ bicycles.
Proposed projects
Nantucket proposes several additions to its network of bicycle facilities.
Bicycle routes and paths in downtown Nantucket
The major traffic bottleneck is in downtown Nantucket, where visitors arrive and leave via the
ferries. Several proposals for bicycle routes and paths would connect the ferry docks with the
outskirts of the downtown area.
South Central Island
Paths along Old South Road and Nobadeer Farm Road would connect downtown Nantucket with
the airport. A path along Fairground Road would link the Milestone and Surfside Road paths. A
path along Somerset Road would connect Surfside Road with Hummock Pond Road. Hummock
Pond Road is proposed as an on-road bicycle route, in the long term possibly with a parallel path.
Western Island
Improvements are proposed to the Madaket Road Bike Path, as is a new path along Eel Point
Road as far as Dionis Beach, to be constructed in two stages.
Eastern Island
New paths are proposed adjacent to Quidnet, Tom Nevers, and New South roads; improvements
are proposed to the Milestone Road Bike Path.
Nantucket Region priorities
The priorities reviewed in discussions at the public meetings held during the process of
compiling this bicycle facilities inventory reflect the priorities set in the Bicycle and Pedestrian
Master Plan for Nantucket completed and endorsed by the Nantucket Planning and Economic
Development Commission (NP&EDC) in November 1994.
1) All participants at the meeting agreed that the first priority was improvements within the
downtown of Nantucket. The improvements proposed in the Master Plan were for bike routes in
the downtown. At the meeting, a consensus was reached that bicycle parking facilities are
needed, and that these parking facilities should be dispersed throughout downtown Nantucket.
The bicycle facilities improvements within the downtown should coordinate with the plans for a
shuttle bus system so that people may bring their bicycles to town on the buses. Also, perimeter
parking lots would allow people to bring bicycles on cars and ride into the downtown.
Several plans for bicycle routes in the downtown have been proposed. Further study is needed to
settle on a preferred alternative.
2) The second priority, as seen by project staff , was for improvements to the heavily used
Madaket Road Path. Discussion in the meeting on April 6, 1995, expanded this to a
recommendation for maintenance and improvements to all Nantucket bicycle paths. One meeting
attendee expressed concerns about pavement deterioration and sand on the paths. It was also
suggested that signage and pavement markings could be improved.
These concerns led to a discussion of coordination and citizen input. It was suggested and
discussed that a liaison within the Department of Public Works would be assigned to coordinate
and address concerns with the bike paths.
A commenter also expressed a desire to reduce automobile speed limits.
3) The following priorities for additional paths were developed from written comments received
from the Nantucket Planning and Economic Development Commission:



Right-of-way acquisition, design and construction of the Eel Point Road Bike Path
Design of the Old South Road Bike Path
Completion of the Nobadeer Farm Road Bike Path to the Airport
Northern Middlesex Planning Commission
Northern Middlesex Planning Commission
Existing facilities
There are two existing segments of bicycle path along the Lowell waterfront. In the 1970’s, the
Planning Commission designated a number of highways through the region as suitable for
bicycling.
Proposed projects
The following proposals have been submitted to the bicycle facilities inventory.
Trail Proposals
Several organizations and individuals have proposed trails in the region:
Bruce N. Freeman Memorial Bicycle Path
This is the northern segment of the Sudbury-Lowell Rail Trail; the southern segment is in the
Metropolitan Area Planning Council region. The Freeman path is an active project with the
Northern Middlesex Council of Governments. It extends from Lowell to Westford.
Ayer to Dunstable Rail Trail
The Hollis branch abandoned rail line from Ayer to Dunstable is owned by the DEM, and is
proposed for conversion to a rail trail. The Dunstable section is in the Northern Middlesex
region.
Merrimack River Trail
Proposals have been developed for several segments of a trail along the Merrimack River from
the New Hampshire state line in Tyngsborough to the river’s mouth in Newbury. Planning is
underway for a section through Lowell, Tewksbury and Dracut.
Community bikeway projects
City/town governments or trails committees in several communities have submitted plans for
local trails. These include the Billerica trails proposal, an extension of the Minuteman trail
running from south to north, with a spur to connect to the Freeman path. There are also several
proposed trails on the banks of rivers and canals in Lowell.
Parkland trails proposals
Additional trails have been suggested to be located in the Lowell/Dracut/Tyngsborough State
Forest; in Strong Meadow in Andover and Tewksbury; and along the Nashua River in Ayer,
Pepperell and Townsend.
Roads and highways as bikeways
In documents from the 1980’s cited in the 1993 Long Range Transportation Plan, the Northern
Middlesex Council of Governments named several highways as suitable for bicycle travel. These
include parts of Routes 40, 110, 113, 133 and Middlesex Road.
Community planning considerations
In its Long Range Transportation Plan of 1993, the Northern Middlesex Council of Governments
recommended planning guidelines to encourage bicycle and pedestrian transportation. These
general guidelines encourage community participation and design to accommodate bicycling.
Cross-state routes
See the section of this report on cross-state routes for more detail on the following routes:
A short segment of the coastal east-west route passes through Tewksbury, in the Northern
Middlesex region.
One of the designated cross-state bicycle routes, the existing Adventure Cycling Association
Virginia to Maine trail, passes through the Northern Middlesex region. This is presently an
entirely on-road route. However, it parallels the proposed Ayer to Dunstable trail.
A possible alternative route or spur would use the Bruce Freeman Trail to bring touring cyclists
to the historic sites in Lowell. Construction of the Middlesex River Trail would suggest an
alternate, direct east-west touring route.
Northern Middlesex Region priorities
1) Bruce Freeman trail. This is the major project with a regional scope. Its impact would be
strengthened by spurs and connections into Lowell.
2) Road and highway maintenance and improvement for bicycle travel. This applies not only to
the roads and highways designated as suitable in the 1980’s, but to bridges across the Merrimack
River, the major geographic barrier in the region. The community planning considerations listed
in the 1993 Transportation Plan are essential to this effort.
3) Billerica trail proposal. Especially if it is linked to the Minuteman and Bruce Freeman paths,
this promises to serve as part of a major regional network.
Old Colony Planning Council
Old Colony Planning Council
Existing facilities
This region, once largely rural and with only one urban concentration, Brockton, is experiencing
increasing residential development. Many rural roads remain attractive for bicycling. Traffic
volume has reached a level on many highways such that wide outside lanes or shoulders would
help accommodate bicycle traffic more comfortably.
Massachusetts Bicycle Route 1
A large section of the Massachusetts Bicycle Route 1, the Boston to Cape Bikeway, is in the Old
Colony district. The part of this bike route in the Old Colony region traverses entirely along
existing roadways.
Myles Standish State Forest paths
The Myles Standish State Forest, with several bicycle paths, is mainly in the Old Colony region,
in Plymouth. These paths were built in the 1970’s.
D. W. Field Park, Brockton
There is an existing designated bicycle path loop in D. W. Field Park in Brockton.
Ferry Service
A passenger ferry which transports bicycles travels between Plymouth and Provincetown in the
summer tourist season.
Proposed Projects
The following proposals have been submitted to the bicycle facilities inventory.
West Bridgewater bicycle routes
This is a comprehensive, community-based bicycle route system. It includes segments on roads
and also separate bicycle paths. It could potentially connect with other facilities in Easton and
Bridgewater. The bikeway connects the town center with numerous destinations around the
town, and crosses the barrier posed by Route 24.
Bridgewater bicycle routes
This community-based bicycle route system includes only segments on roads, making it a simple
and economical proposal. It connects with other facilities in West Bridgewater. Road
improvements and path segments are probably necessary in the long run as population density
and traffic increase. This facility is already in place, but road improvements would add to its
utility.
North-South routes between Taunton and Easton-Stoughton-Canton
The major highway in the Taunton-Canton corridor is limited-access Route 24. A mile to the
west of this is State Highway 138. This is unusually suitable for bicycle use, partly because
Route 24 takes so much through traffic, and partly because of the wide shoulders. (Route 138
appears to have been converted from three to two lanes at some time in the past. The short
segment between the two junctions with Route 123 in Brockton appears to have been converted
to four narrow lanes without shoulders.)
Also in the corridor are the Old Bay Road, the prehistoric and Colonial trail between
Narragansett and Massachusetts Bay; and an abandoned Penn Central railbed. The inventory
project has received suggestions concerning these:
Penn Central Right of Way, North Easton to Taunton
This railbed holds considerable promise as a through route as traffic increases on Route 138 and
the Old Bay Road. The railbed has been used for a (lightly-traveled) street in Easton, but
continues into Stoughton. There is an underpass at Route 495. The utility of a path on this railbed
would be increased by connections into and though Taunton. If this could accomplish a
connection to the Taunton River Trail, a regional facility would result.
Old Bay Road, Canton to Taunton
The Old Bay Trail (or Bay Street) lies about a mile west of Route 138. It is scenic and has been
the preferred route for vacationers. However, it avoids town centers, rendering it less useful for
local transportation; and increasing traffic is rendering it less attractive for bicycling. The
southern end in Taunton has been widened, and provides access to Watson Pond State. A
suggestion was received for designation and improvement as a bicycle route.
Kingston Paths
Kingston has proposed several trails linking the planned MBTA commuter rail station with other
parts of town. Only some are currently slated to be improved to be suitable for bicycle travel.
Abandoned rail rights-of-way
In section VIII of its Transportation Plan, the Old Colony Planning Council has pointed out a
number of abandoned railroad rights of way. The Taunton-Canton and West Bridgewater-Easton
railbeds have already been described.
There is another railbed of unusual interest: the Middleboro-to Plymouth line. This has been
submitted to the inventory project as a citizen suggestion rather than a formal proposal.
However, its potential for transportation and tourism is unusually high. It connects historic
Plymouth with the scenic cranberry-growing country of Carver and Middleboro; both are major
tourist attractions.
Cross-state routes
See the section of this report on cross-state routes for more detail on the following routes:
The easternmost north-south cross-state route, the officially designated Massachusetts Bicycle
Route 1, passes through the Old Colony area.
The southern east-west route passes south of the Old Colony area, but a spur passes to the
northeast through Carver into Plymouth. If the Plymouth-Middleboro railbed were improved as a
bicycle path, it might be incorporated into a more northerly route.
Old Colony region priorities
Priorities developed through the inventory project are:
1) West Bridgewater bicycle routes. These are a model of a community system of bicycle
facilities, distinguished by its flexibility in using both on-road and path segments.
2) Plymouth-Middleboro Rail-Trail including the link between the new Commuter Rail station in
Cordage Park and the downtown Plymouth waterfront area, as well as the extension through the
cranberry-growing country to Middleborough.
3) Taunton-Stoughton rail-trail. This links to proposed facilities in Taunton and West
Bridgewater, and provides an alternative route in a corridor where congestion of roads is
increasing rapidly.
4) Improvements to Bridgewater bicycle routes. This project is distinguished by its economy.
Street improvements would be made over a number of years during the course of normal
maintenance.
In addition, a number of interesting proposals reported in the Transportation Plan could not be
considered for lack of sufficient detail.
Pioneer Valley Planning Commission
Pioneer Valley Planning Commission
Existing facilities
The Pioneer Valley has a major metropolitan area, the Greater Springfield area. There is a
smaller population center around the college towns of Amherst and Northampton; Belchertown,
in this area, has the fastest population growth of any town or city in the state.
Little attention has been paid until recently to improving facilities for bicycling in the Greater
Springfield area. Many streets are attractive for bicycling, but on the other hand, there are major
corridors with no attractive bicycle route.
Much more has been done in the Amherst/Hadley/Northampton area, which is the location of the
Pioneer Valley’s three existing bicycle paths:
Route 116 Path
This is a path adjacent to the west side of Route 116. It runs from Hampshire College, near Bay
Road, to Amherst College near the center of Amherst. It was constructed around 1980.
Norwottuck Rail Trail
This trail, constructed in the early 1990’s, extends from the east end of Amherst to the east end
of Northampton on an abandoned railbed. It has proven quite popular, and provides access to
many businesses along the Route 9 corridor.
Northampton Bicycle Path
This path runs east to west through Northampton. It does not connect directly with the
Norwottuck Rail Trail.
Proposed projects
The following proposals have been submitted to the inventory project.
Riverwalk proposals
The Connecticut Valley Riverwalk proposal would provide access to the riverfront, as well as a
system of bicycle paths up and down the river plus improved bridge connections across the river
for bicyclists and pedestrians. This is an extensive and ambitious proposal. There are similar
proposals to construct riverfront paths in Chicopee and Ludlow.
Rail trail proposals
There are several proposals for rail trails:
Hazardville Line
This abandoned rail line proceeds south from the center of Springfield to the Connecticut border.
Connecticut has purchased the connecting right of way south of the border.
Southwick Rail Trail
An abandoned rail line extends southward from the center of Westfield through Southwick to the
Connecticut border. Several contacts suggested that it be improved into a rail trail. Connecticut
owns the adjoining right of way.
Westfield-Northampton
Several contacts also suggested a rail trail between Westfield and Northampton, or parts of this
route. The line is inactive and a large segment is in public ownership.
Northampton trail extensions and improvements
The Northampton Bicycle Path ends a short distance from the start of the Norwottuck Rail Trail.
An active proposal would connect the two. A proposal was submitted to extend the Northampton
path to the west as far as Williamsburg.
Huckleberry Trolley
An abandoned trolley railbed which has potential as a rail trail runs from Blandford across the
Berkshires to Lee, in Berkshire county. (See also the Berkshire County Regional Planning
Commission section of this report.)
Chester-Becket Granite Railway
This is another, relatively short railbed in the Berkshire hills. It straddles the border between the
Pioneer Valley and Berkshire Valley regions, but has been proposed by the Pioneer Valley
Planning Commission.
Keystone Arch Trail
The proposal is for a trail which would provide access to the historic stonework bridges along the
Conrail active rail line. The trail would not use the rail corridor, and would probably not be
paved; it would in this case be satisfactory for mountain bikes but maybe not for all road bikes.
Grand Trunk-related proposals
Several proposals would link the Connecticut River Valley to the proposed rail trail on the
abandoned Grand Trunk railroad right of way. These include bicycle paths and on-street route
proposals in Amherst, Belchertown, Palmer and Brimfield. Spurs would connect to the Quabbin
Reservoir dam and recreational facilities, and to town population centers.
Proposals for street improvements in urban areas
Proposals were submitted to improve access and to designate through routes which reflect
bicyclists’ desires for directness and wide lanes/low traffic. Two commenters, Don Podolski and
Howard Lamson, submitted extensive suggestions for on-street routes in Westfield and West
Springfield/Springfield, respectively. These suggestions would be of importance to provide
connectivity in conjunction with proposals for nearby trails. This is especially so where
upgrading of bridges and other bottlenecks would increase bicyclists’ route options.
Rural roads and highways as bicycle routes
Several commenters, notably Don Podolski and the Planning Commission, pointed to the wealth
of lightly-traveled and scenic roads outside the urban areas of the Pioneer Valley as a resource
for bicycle transportation and tourism. The greatest concentration of such routes is in the hill
towns to the west of Westfield. There are both paved roads and unpaved ones.
The Connecticut River Trail proposal would designate Route 47 along the east bank of the river
from South Hadley to Sunderland as a bicycle route.
Cross-state routes
See the section of this report on cross-state routes for more detail on the following routes:
One east-west and one north-south route pass through the Pioneer Valley. The north-south route
runs on the west side of the Connecticut River and incorporates part of the Northampton Bicycle
Path. An alternate route on the east side of the river follows the Norwottuck Rail Trail to
Amherst and then heads north.
Pioneer Valley region priorities
The Pioneer Valley Planning Commission is in the process of evaluating all facility proposals as
part of its current bicycle and pedestrian planning process, and has not determined its priorities
for the region at this time.
The following priorities have been developed through the bicycle facilities inventory project.
These priorities reflect transportation criteria and so are weighted toward the more populated
areas of the Pioneer Valley, where there are more potential users. Many of the other proposals
have been incorporated into the cross-state routes.
1) Improvements to streets, highways and bridges, particularly in the heavily populated greater
Springfield area. Wide outside lanes should be provided on collector and arterial streets. Where
these lanes cannot be provided, alternative side-street routes should be designated.
Adequate bicycle access and shoulder width should be provided on area bridges. Usable
shoulders should be provided and maintained on rural highway sections.
2) Connecticut Valley Riverwalk and related proposals, which importantly include bridge
improvements and removal of access barriers, should be constructed.
3) Rail trails with major transportation utility should be constructed; in particular, the
Hazardville line, the Manhan trail, Westfield to Southwick Trail, Northampton Bike Path
extensions, and southern extensions to the Norwottuck Trail.
Southeastern Regional Planning and Economic Development Commission
Southeastern Regional Planning and
Economic Development Commission
Most bicycling in the SRPEDD region is on roads. A number of new bicycle facilities have been
proposed.
Existing facilities
Conditions for bicycling on highways in the region vary widely. Some major highways, such as
Route 28, are very attractive for bicycling due to low traffic volume and wide lanes. Others are
not nearly as attractive.
A dense network of rural roads crisscrosses this relatively flat region. Many are very attractive
for bicycling, but others are less attractive due to higher traffic volume.
The SRPEDD region has two large cities, New Bedford and Fall River, with urban bicycling
conditions. A major issue for bicycle transportation in the urban areas is access across harbor
bridges.
Designated bicycle facilities
Fairhaven has designated bicycle routes on roads, with edge striping. Existing paths in Swansea
are described in the town’s proposal for a route connecting to the East Bay Bikepath in Rhode
Island and the Taunton River Trail in Somerset. The Myles Standish State Forest, with its several
bicycle paths, is partly in the SRPEDD region.
Racks on buses
The Greater Attleboro-Taunton Regional Transit Authority purchased 20 bike racks to be
installed on all local buses operating in Taunton and Attleboro. It is also planning to install bike
lockers at three MBTA rail stations and two intercity bus terminals.
Ferry service
A commercial passenger ferry service which carries bicycles travels between New Bedford and
Martha’s Vineyard during the summers.
Proposed projects
The following proposals have been submitted to the bicycle facilities inventory.
Swansea/Somerset/Dighton/Taunton
These communities have developed a coordinated plan of bicycle routes which also connect with
the East Bay bicycle path in Rhode Island. This is an extensive and ambitious proposal. Since it
consists of several elements, it is appropriate to discuss each separately.
The Taunton River Trail:
This proposed bicycle path in Somerset, Dighton and Taunton appears to have strong potential
due to its scenic location and access to the Taunton River shoreline. The utility of this facility
would be significantly enhanced if it provided a connection through Taunton linking with
destinations in Taunton and the railbed north to Easton.
Connecting routes in Swansea
The Swansea proposal forms an essential part of the link between the Taunton River Trail and
the East Bay Trail in Rhode island. The proposed route is primarily on streets, with a few bicycle
path segments. Some bicycle path segments proposed as part of this project are existing paths
adjacent to roadways. The East Bay Path is popular, and its combination with the Taunton River
Trail and connecting routes is likely to be even more popular. An alternate routing on roads away
from the town center appears possible.
Connection to Fall River and Dighton
The major population centers in the area of this project are Fall River and Taunton. Fall River
has included the bridge to Somerset in its list of bicycle facilities in a 1992 SRPEDD
transportation planning document. Maintenance and/or improvement of the bridge for bicycle
access should be included in the description of the project, so that the largest number of people
may benefit from the project. There is also a bridge between Dighton and Berkley which should
be included in the project and improved as necessary.
Fairhaven bicycle routes
A path on an abandoned railbed is proposed to connect to existing bicycle routes on streets
running generally perpendicular to the railbed.
Fairhaven Rail Trail
The path on the railbed may serve as a through route connecting across Mattapoisett to Marion.
Furthermore, this railbed connects to other proposed facilities in Mattapoisett.
Connection to New Bedford
An element which would greatly increase its transportation potential but is not described in the
Fairhaven proposal is a connection across New Bedford Harbor. There are three bridges across
the harbor. The Route 6 bridge provides a convenient connection to the Fairhaven railbed. This
connection would make the Fairhaven path useful for through travel including commuting into
and out of New Bedford. The Fairhaven project should include a proposal to achieve the
connection into New Bedford. An on-road connection is entirely acceptable for this purpose, but
it should be designated and improved as a bicycle route. Note that New Bedford has included the
Route 6 bridge in a list of bicycle facilities in a SRPEDD transportation planning document (see
below).
Town of Marion Bike-Hike paths
These proposals consist entirely of paths adjacent to roads.
Abandoned Rail right-of-way, Middleborough to Plymouth
Leaving aside the question of ownership, this represents an intriguing possibility which could be
very popular for tourist traffic in the historic cranberry-growing and Pilgrim country. Part of this
is in the Old Colony RPA, so it also will be discussed in connection with that RPA.
North Attleborough bicycle routes
This proposal dates from 1976. Traffic conditions may have changed since then, and no current
proposal is under consideration. Reevaluation and reformulation are recommended.
Attleboro bikeways
This is a comprehensive, community-based bicycle route system , unique among the proposals in
the SRPEDD region. It includes segments on roads and also separate bicycle paths.
Mansfield-Norton Regional Bikeway
The Town of Mansfield owns an abandoned railbed extending from the Mansfield MBTA rail
station to the Taunton city limit, and has proposed a trail along this route. The extension of the
same railbed into Taunton is under consideration for regional rail service to Taunton, Fall River
and New Bedford and can not be considered for use as a trail at this time. A Taunton extension
might be on designated streets.
Section 13 of the SRPEDD Transportation Plan
This includes 33 proposals, at least one for each city or town. Many are not duplicated in the
proposals which were submitted directly to the inventory project. Some of the proposals have
been discussed above in connection with more detailed proposals which were presented
individually for this inventory. Some, particularly those for the bridges across Fall River and
New Bedford harbors, are important transportation links. Others deserve more attention and
analysis. There is not sufficient detail in the Transportation Plan to evaluate many of these
proposals.
Cross-state routes
See the section of this report on cross-state routes for more detail on the following routes:
The southern east-west cross-state route passes through the SRPEDD area. A spur to the ferry
dock and central, historic district of New Bedford is included.
The Plymouth-Middleboro abandoned railbed has high potential as a future touring route, both
because it could be incorporated into a cross-state route and because it passes through areas of
high interest to tourists. The same is true of the proposed Taunton River Trail.
SRPEDD region priorities
Priorities developed through the inventory project are:
1) Taunton River Trail and related projects in Somerset and Swansea. The proposal should
include connections into Fall River, Berkley and Taunton. The Mansfield-Norton trail proposal
may be incorporated into this complex of projects by connecting it to the Taunton River Trail. It
should be noted that Berkley and Mansfield have rapidly-growing populations and a resulting
increasing transportation demand.
2) Attleboro bicycle routes, a comprehensive town-wide proposal;
3) Fairhaven rail trail, including a connection into New Bedford.
In addition, there are a number of interesting proposals in the Transportation Plan which might
have been recognized as priorities if more detail had been available.
Cross-state routes
Cross-state routes
Rationale for developing cross-state routes
In addition to collecting and evaluating suggestions for bicycle facilities, BCOM was asked to
suggest two east-west and three north-south bicycle touring routes across Massachusetts. BCOM
has exceeded these requirements, describing four north-south routes, two east-west routes and
several side trips.
Touring by bicycle is a popular vacation activity with significant economic impact. Particularly,
inn-to-inn vacation tours have become a thriving business in many parts of the US. In Vermont,
for example, the economic contribution of bicycle touring is greater than that of maple sugaring.
The scenic and cultural resources in Massachusetts are world-class. In Massachusetts, bicycle
touring is popular statewide, and especially on Cape Cod and the Islands and in Berkshire
County. Massachusetts attracts bicyclists from other states and countries. For example, the
University of Massachusetts at Amherst hosted the 1995 eastern touring weekend of the League
of American Bicyclists, attended by 1300. A 1994 East Coast tandem weekend was held at
Gordon College in Hamilton. Cape Cod is a popular and nationally-known touring destination.
Massachusetts is in an excellent position further to promote bicycle touring,
Massachusetts might attract more bicycle tourists by overcoming the unwarranted perception that
route choices are difficult due to greater population density and heavier traffic than, for example,
in Vermont. Massachusetts has many lightly-traveled roads which are ideal for bicycle touring.
Knowledge gained by researching and riding local roads is necessary to determine which are
most suitable as touring routes. The purpose of the cross-state route suggestions is to assemble
this knowledge and make it available to government agencies and the public.
Cross-state routes are identified here which are easily implemented through maps and guides,
without the need for construction of new facilities. It is also desirable to look at potential future
improvements. Wherever possible, potential improvements suggested through the bicycle
facilities inventory process have been suggested for potential upgrading of the cross-state routes.
Massachusetts Bike Route 1 from Boston to Provincetown serves as a model for the other
suggested touring routes. While the route corridor of Bike Route 1 has remained the same, parts
of the route have benefited from improvements, especially on Cape Cod. This process is
ongoing.
Criteria and method for developing cross-state routes
To a considerable degree, cross-state route choices depended on input from local commenters at
the public meetings held as part of the inventory process. Existing resources such as the 1986
Massachusetts State Bikemap were used, as well as the fund of knowledge of bicycle club
members who travel the roads extensively in various parts of the Commonwealth.
Criteria for the cross-state routes included directness, attractiveness of the riding experience, and
access to points of interest such as historic sites and scenic vistas. Massachusetts has an
abundance of such resources.
North-south routes
Three of the four north-south bicycle touring routes lie in the three major north-south lowland
corridors of Massachusetts: the Berkshire Valley, the Connecticut Valley and the coastal plain.
The fourth route connects the Blackstone Valley and Merrimack Valley.
Berkshire County Route
The westernmost north-south route lies entirely within Berkshire County. It enters at the
Connecticut border in Ashley Falls, mostly following lightly traveled rural roads. It passes points
of interest including the Colonel Ashley House and Bartholomew Cobble Nature Preserve.
Continuing through Sheffield, Egremont and Great Barrington, the route passes the Shay’s
Rebellion Battle Monument, Albert Schweitzer Center and Simon’s Rock College. The route
then passes through the sparsely populated west valley to West Stockbridge, and onward to the
remarkable Hancock Shaker Village museum.
Continuing though the west side of Pittsfield, the route passes Burbank Park, with a swimming
area and picnic tables. Slightly off the route is Taconic State Park, which offers camping.
The route continues north on U.S. Route 7, a major highway which has wide shoulders and
relatively light traffic. It turns east on lightly-traveled and very scenic Massachusetts Route 43,
Green River Road, passing Mount Hope Park. From Williamstown, the route turns east up the
Hoosic River valley on Route 2. Though it has wide lanes, this part of Route 2 is a commercial
strip for most of its length. The touring route avoids the largest concentration of commercial
driveways by crossing over to Hoosic Street, Williamstown which becomes Massachusetts
Avenue in North Adams. From North Adams, the route climbs north to Clarksburg State Park
and to the Vermont border, where it exits to Vermont’s Route 100, the bicyclists’ favored northsouth route through Vermont.
Connecticut Valley route
The Connecticut Valley route enters Massachusetts via Loomis Street in Southwick, proceeding
to Westfield. It continues northward along the base of the Berkshire foothills to Northampton.
From Northampton, it follows the Connecticut River northwards until it joins the northern eastwest route in Whately. It continues with that route to Northfield, where it continues north to join
a designated New Hampshire bicycle route at the border.
Points of interest include Northampton with its cultural attractions; Old Deerfield Village; and
many village greens along the route.
Several proposed rail trails could be incorporated into this route.
Central Massachusetts Route
The central Massachusetts north-south route runs east of Worcester. It was surveyed in the early
1980’s by the Adventure Cycling Association (then called Bikecentennial) as part of a Maine to
Virginia bicycle touring route. Points of interest include the Blackstone and Upton State Forests,
and the Fruitlands Museum in the town of Harvard. The abandoned Hollis branch rail line from
Ayer to Dunstable is in state ownership. A rail trail may be constructed here, and if so, the
northern segment of the Central Massachusetts route could be moved to the rail trail. Part of the
southern section might also follow the proposed Blackstone Valley Bikeway, which closely
parallels the touring route.
Coastal route
The northern part of the coastal route begins at the Charles River in Boston, and makes its way
on streets to the Minuteman Bikeway in Lexington. Turning east from the center of Lexington, it
passes through Woburn and Wilmington, passing Horn Pond, the historic Middlesex Canal, the
Count Rumford House and the monument to the discovery of the first Baldwin apple tree. In
Andover, the route passes the industrial village of Ballardvale, Phillips Academy, and Harold
Parker State Forest, with its camping and swimming facilities. The route continues northeast
through Middleton, Boxford, Georgetown and Newbury to Newburyport, and exits to New
Hampshire via Salisbury.
The southern part of the coastal route mostly follows the Claire Saltonstall Bikeway,
Massachusetts Bicycle Route 1, which has been officially designated since the late 1970’s. This
route uses MDC parkways and bicycle paths in Boston, continuing on secondary roads with
some stretches of highway to Cape Cod. Points of interest include the Blue Hills Reservation and
Trailside Museum in Milton; Massasoit State College in Brockton; the East Bridgewater town
green and the Robbins Pond swimming area; Plymouth Rock; the Cape Cod Canal; and the many
scenic and recreational amenities of Cape Cod. The terminus of the route is in Provincetown,
where ferryboats provide connections to Plymouth, Quincy, Boston and Gloucester. The route
includes a spur to Woods Hole which connects with ferries to Martha’s Vineyard and Nantucket.
East-west routes
Northern route
The northern east-west route enters Massachusetts via Route 43 in Hancock, where it links to a
New York cross-state route described in a popular guidebook. The Massachusetts route crosses
to the Pittsfield area via Brodie Mountain Road, then continues to Route 8 north, and via Wells
Avenue to Route 116 east. In Savoy, the route turns southeast onto River Road, through the
Windsor State Forest. From Plainfield to Williamsburg, the route follows Massachusetts Route 9.
It then turns north via secondary roads through Whately and to Deerfield, passing Old Deerfield
Village.
The route continues through Greenfield to Northfield, with alternate routings on either side of the
Connecticut River. It could incorporate portions of the proposed Franklin County Bikeway once
this is constructed. East from Northfield, the route follows very scenic and lightly traveled roads
east to Winchendon, then turns south along wide Route 140 and passes Mt. Wachusett State
Park. The route turns east again along Route 62 to Clinton, then north to pass through Littleton,
Athol and Concord. It passes the Old North Bridge Historic Site in Concord, as well as the
Lexington Battle Green and Minuteman Monument via the Minuteman Commuter Bikeway
before the final leg into Boston.
Southern route
The southern east-west route enters Massachusetts in West Stockbridge, traveling the length of
Route 102 to Lee with a short side trip in Stockbridge that includes the only existing designated
bicycle path in Berkshire County, on the grounds of the new Norman Rockwell Museum. Except
for a short stretch in Stockbridge which the touring route avoids, Route 102 has wide shoulders
and relatively little traffic, since through traffic uses the parallel Massachusetts Turnpike.
Stockbridge has several museums in addition to the Rockwell Museum, and also a theater
company and several art galleries.
From Lee to Westfield, the touring route follows Route 20. Like Route 102, Route 20 has
relatively light traffic because it parallels the Massachusetts Turnpike. There are steep climbs in
both directions over the Berkshires, but no southern route on roads can avoid them. A potential
future alternative to Route 20 with gentler grades is provided by the abandoned railbed of the
Huckleberry Trolley line that once ran between Blandford and Lee.
The southern route passes through Holyoke and runs north of Springfield on secondary roads and
highways, joining Route 20 in Brimfield. At Sturbridge, it turns south from Route 20. It passes
through Southbridge and Webster and crosses the Blackstone Valley on scenic, historic Hartford
Road. Most of the section between Belchertown and Mendon runs parallel to Grand Trunk
Trailblazers rail-trail proposals, which could be incorporated into the route.
From Mendon eastwards, the route skirts the Rhode Island border, then heads southeast to the
Berkley-Dighton Bridge across the Taunton River.
Points of interest include the industrial section of Holyoke, with its waterpower canals and old
factories; also, several museums including a Dinosaur Footprints museum and Old Sturbridge
Village.
The southern east-west route joins the coastal north-south route in Sandwich, terminating in
Provincetown at the tip of Cape Cod.
Side trips
A number of side trips have been designated for the touring routes.
In Berkshire County, these include a challenging ride up and over Mount Greylock; a scenic ride
through the Monument Valley east of Great Barrington; and a cultural attractions loop that brings
riders directly to the front gate Tanglewood for Boston Symphony concerts.
A spur of the northern east-west route follows Route 8A from Savoy to Charlemont, then
continues north along Zoar Road and River Road to the Vermont border. The sights along this
route are extraordinary, and include the east portal of the Hoosac Tunnel, the Yankee Rowe
atomic power plant, and a pumped-storage power plant. Excellent highways in Vermont connect
River Road with Route 8 in North Adams, at the northern terminus of the Berkshire Valley
north-south cross-state route.
An alternate routing in the Connecticut Valley crosses the Connecticut River from Northampton
to Hadley and proceeds to Amherst along the Norwottuck Rail Trail. It then turns north, passing
through the hill towns of Leverett, Shutesbury and Wendell, and via Warwick to Northfield.
Points of interest include the cultural attractions of Amherst and swimming at Lake Wyola in
Wendell. This side trip may be incorporated into either the Connecticut Valley north-south or
northern east-west route.
North of Boston, a loop to Cape Ann offers a longer option for the coastal north-south route.
A spur route of the southern east-west route connects into New Bedford, location of a historic
district including a whaling museum, and of a ferry service connecting with Martha’s Vineyard.
Statewide Prioritization Process
Rationale for prioritization
The project has been assigned the task of defining priorities for the inventoried bicycle facilities.
Certain facilities projects promise to have a larger impact than others, or to be more costeffective. Additionally, the inventory of all projects proposed for Massachusetts suggests how
projects may connect so as to have a greater effect than the sum of their parts. Prioritization was
based, to the degree possible, on objective, transportation-based measures, with input from
citizens, BCOM, regional planning agencies (RPAs) and the BTP&D.
Prioritization Criteria and Methodology
Emphasis on transportation
For the purposes of this project, the emphasis in the prioritization process was on transportation.
Numerical criteria
As an aid to the prioritization process, a numerical matrix was developed, as follows:








Regional Quality: for each city or town through which the facility passes, 5 points, 25 maximum
Connectivity with other routes 10 points maximum
Directness 10 points maximum
Traffic volume 10 points maximum for low traffic volume
Population density 10 points for facilities in urbanized areas
Improvement to existing bicycle facility 15 points maximum
Public land ownership 15 points maximum
Scenic route 5 points
Maximum possible score 100 points
Adjusting numerical criteria
Some of the criteria for the numerical rating scheme are straightforward. However, other criteria
generate some inconsistencies and problems, as follows:
Unclear distinctions between existing and proposed facilities
With few exceptions, the roads described in this project already exist and are open to bicycle
traffic. Such roads fall under the definition of "existing facility." However, an existing road
facility suggests more attention to maintenance. The same issue arises in connection with
existing bicycle paths to which improvements are proposed.
Whenever such issues have arisen, the project is described as "existing." The proposed
improvements have been described in "proposed facility" and "project description" fields of the
database which accompanies this report.
Defining connectivity
For the purposes of this project, connectivity is defined as linkage to roads and other facilities
which form a network of bicycle routes. This is the most sensible definition, but the information
to describe such a network has not been submitted to the project.
For these reasons, project staff has had to rely on additional sources of information to determine
connectivity. Primary sources have been the State Bicycle Map of 1986 and other maps, as well
as critical evaluation by bicyclists familiar with the roads in various parts of Massachusetts.
Effect of motor traffic volume
Most descriptions of traffic volume were anecdotal, based on input from commenters. Also, high
traffic volume should count strongly in favor of a project involving physical road improvements
such as widening, particularly when an alternate route is not available. However, in the
numerical matrix, traffic volume counts against all projects. For this reason, the effect of traffic
volume on priority of projects has been evaluated based on the type of project proposed.
Dependence of numerical rating of regional quality on description of projects
One large project achieves a higher rating. To some extent, this problem is offset by considering
connectivity; yet project staff has found anomalously high ratings for one particular type of
suggestion. This usually takes the form that "all roads in the [insert name] area should be
improved with wide shoulders." Had improvements been described separately for roads in each
town, their ratings would have been lower.
Parking facilities are not adequately recognized
Parking facilities fall entirely outside the numerical matrix, which is oriented toward route
connections. Parking tends to be a local issue and occurs at widely dispersed locations. Most
parking facilities described to the project were recently constructed or proposed for construction
in the near future.
Combining objective and subjective criteria
Project staff has therefore used the numerical matrix only as a basis for further evaluation. The
final determination has been made subjectively. However, each RPA has a few projects which
stand out well beyond the others in terms of their potential effect to improve conditions for
bicycling.
The working evaluation has been based on the same characteristics as the numerical matrix,
while correcting for the anomalies.
It is less easy to arrive at equitable prioritization for the entire state. This is because the size and
population density of the different regions vary greatly, as do the types of bicycle use. The
numerical matrix is, however, more useful in comparing similar projects in different regions than
it is in comparing projects of different types in the same region.
Input from RPAs, public meetings and the BTP&D
The priority ratings determined by project staff as described in preceding sections were open to
review by the RPAs; by the public at a second round of public meetings; and by the BTP&D. It
should be noted that any of these may have different priorities for bicycle facilities. This is
particularly the case when an RPA is preparing a bicycle transportation plan which is not yet
complete.
Design guidelines, and state of engineering practice
The AASHTO (American Association of State Highway and Transportation Engineers) Guide
for the Development of Bicycle Facilities (1991) is the standard reference work on bicycle
facilities design. The AASHTO guide recommends several types of facilities, and states
engineering criteria for them. These include shared roadways, bicycle lanes on roadways, and
paths separate from roadways. The FHWA document "Selecting Roadway Design Treatments to
Accommodate Bicycles" gives specific design advice tailored to the type of bicycle use
expected. Both have been sent to all Massachusetts cities and towns along with the manual
"Building Better Bicycling."
Citing operational problems, AASHTO discourages construction of paths directly adjacent to
roadways. AASHTO also warns that conflicts result from mixing of bicycle and pedestrian
traffic, though these problems may be alleviated to some degree by widening a path beyond the
allowable minimum of 8 feet. Also, path function varies greatly depending on numerous factors
including separation from the parallel road, the number of crossings, and the traffic volume and
speed at those crossings.
BCOM recognizes that some Massachusetts cities and towns must make design choices in the
face of numerous constraints, and that the prioritization procedure was negotiated through the
terms of the contract. Project inclusion within this inventory in no way implies an endorsement
by the Bicycle Coalition of Massachusetts, the Executive Office of Transportation and
Construction or the Massachusetts Highway Department.
Cross-state routes
Rationale for developing cross-state routes
In addition to collecting and evaluating suggestions for bicycle facilities, BCOM was asked to
suggest two east-west and three north-south bicycle touring routes across Massachusetts. BCOM
has exceeded these requirements, describing four north-south routes, two east-west routes and
several side trips.
Touring by bicycle is a popular vacation activity with significant economic impact. Particularly,
inn-to-inn vacation tours have become a thriving business in many parts of the US. In Vermont,
for example, the economic contribution of bicycle touring is greater than that of maple sugaring.
The scenic and cultural resources in Massachusetts are world-class. In Massachusetts, bicycle
touring is popular statewide, and especially on Cape Cod and the Islands and in Berkshire
County. Massachusetts attracts bicyclists from other states and countries. For example, the
University of Massachusetts at Amherst hosted the 1995 eastern touring weekend of the League
of American Bicyclists, attended by 1300. A 1994 East Coast tandem weekend was held at
Gordon College in Hamilton. Cape Cod is a popular and nationally-known touring destination.
Massachusetts is in an excellent position further to promote bicycle touring,
Massachusetts might attract more bicycle tourists by overcoming the unwarranted perception that
route choices are difficult due to greater population density and heavier traffic than, for example,
in Vermont. Massachusetts has many lightly-traveled roads which are ideal for bicycle touring.
Knowledge gained by researching and riding local roads is necessary to determine which are
most suitable as touring routes. The purpose of the cross-state route suggestions is to assemble
this knowledge and make it available to government agencies and the public.
Cross-state routes are identified here which are easily implemented through maps and guides,
without the need for construction of new facilities. It is also desirable to look at potential future
improvements. Wherever possible, potential improvements suggested through the bicycle
facilities inventory process have been suggested for potential upgrading of the cross-state routes.
Massachusetts Bike Route 1 from Boston to Provincetown serves as a model for the other
suggested touring routes. While the route corridor of Bike Route 1 has remained the same, parts
of the route have benefited from improvements, especially on Cape Cod. This process is
ongoing.
Criteria and method for developing cross-state routes
To a considerable degree, cross-state route choices depended on input from local commenters at
the public meetings held as part of the inventory process. Existing resources such as the 1986
Massachusetts State Bikemap were used, as well as the fund of knowledge of bicycle club
members who travel the roads extensively in various parts of the Commonwealth.
Criteria for the cross-state routes included directness, attractiveness of the riding experience, and
access to points of interest such as historic sites and scenic vistas. Massachusetts has an
abundance of such resources.
North-south routes
Three of the four north-south bicycle touring routes lie in the three major north-south lowland
corridors of Massachusetts: the Berkshire Valley, the Connecticut Valley and the coastal plain.
The fourth route connects the Blackstone Valley and Merrimack Valley.
Berkshire County Route
The westernmost north-south route lies entirely within Berkshire County. It enters at the
Connecticut border in Ashley Falls, mostly following lightly traveled rural roads. It passes points
of interest including the Colonel Ashley House and Bartholomew Cobble Nature Preserve.
Continuing through Sheffield, Egremont and Great Barrington, the route passes the Shay’s
Rebellion Battle Monument, Albert Schweitzer Center and Simon’s Rock College. The route
then passes through the sparsely populated west valley to West Stockbridge, and onward to the
remarkable Hancock Shaker Village museum.
Continuing though the west side of Pittsfield, the route passes Burbank Park, with a swimming
area and picnic tables. Slightly off the route is Taconic State Park, which offers camping.
The route continues north on U.S. Route 7, a major highway which has wide shoulders and
relatively light traffic. It turns east on lightly-traveled and very scenic Massachusetts Route 43,
Green River Road, passing Mount Hope Park. From Williamstown, the route turns east up the
Hoosic River valley on Route 2. Though it has wide lanes, this part of Route 2 is a commercial
strip for most of its length. The touring route avoids the largest concentration of commercial
driveways by crossing over to Hoosic Street, Williamstown which becomes Massachusetts
Avenue in North Adams. From North Adams, the route climbs north to Clarksburg State Park
and to the Vermont border, where it exits to Vermont’s Route 100, the bicyclists’ favored northsouth route through Vermont.
Connecticut Valley route
The Connecticut Valley route enters Massachusetts via Loomis Street in Southwick, proceeding
to Westfield. It continues northward along the base of the Berkshire foothills to Northampton.
From Northampton, it follows the Connecticut River northwards until it joins the northern eastwest route in Whately. It continues with that route to Northfield, where it continues north to join
a designated New Hampshire bicycle route at the border.
Points of interest include Northampton with its cultural attractions; Old Deerfield Village; and
many village greens along the route.
Several proposed rail trails could be incorporated into this route.
Central Massachusetts Route
The central Massachusetts north-south route runs east of Worcester. It was surveyed in the early
1980’s by the Adventure Cycling Association (then called Bikecentennial) as part of a Maine to
Virginia bicycle touring route. Points of interest include the Blackstone and Upton State Forests,
and the Fruitlands Museum in the town of Harvard. The abandoned Hollis branch rail line from
Ayer to Dunstable is in state ownership. A rail trail may be constructed here, and if so, the
northern segment of the Central Massachusetts route could be moved to the rail trail. Part of the
southern section might also follow the proposed Blackstone Valley Bikeway, which closely
parallels the touring route.
Coastal route
The northern part of the coastal route begins at the Charles River in Boston, and makes its way
on streets to the Minuteman Bikeway in Lexington. Turning east from the center of Lexington, it
passes through Woburn and Wilmington, passing Horn Pond, the historic Middlesex Canal, the
Count Rumford House and the monument to the discovery of the first Baldwin apple tree. In
Andover, the route passes the industrial village of Ballardvale, Phillips Academy, and Harold
Parker State Forest, with its camping and swimming facilities. The route continues northeast
through Middleton, Boxford, Georgetown and Newbury to Newburyport, and exits to New
Hampshire via Salisbury.
The southern part of the coastal route mostly follows the Claire Saltonstall Bikeway,
Massachusetts Bicycle Route 1, which has been officially designated since the late 1970’s. This
route uses MDC parkways and bicycle paths in Boston, continuing on secondary roads with
some stretches of highway to Cape Cod. Points of interest include the Blue Hills Reservation and
Trailside Museum in Milton; Massasoit State College in Brockton; the East Bridgewater town
green and the Robbins Pond swimming area; Plymouth Rock; the Cape Cod Canal; and the many
scenic and recreational amenities of Cape Cod. The terminus of the route is in Provincetown,
where ferryboats provide connections to Plymouth, Quincy, Boston and Gloucester. The route
includes a spur to Woods Hole which connects with ferries to Martha’s Vineyard and Nantucket.
East-west routes
Northern route
The northern east-west route enters Massachusetts via Route 43 in Hancock, where it links to a
New York cross-state route described in a popular guidebook. The Massachusetts route crosses
to the Pittsfield area via Brodie Mountain Road, then continues to Route 8 north, and via Wells
Avenue to Route 116 east. In Savoy, the route turns southeast onto River Road, through the
Windsor State Forest. From Plainfield to Williamsburg, the route follows Massachusetts Route 9.
It then turns north via secondary roads through Whately and to Deerfield, passing Old Deerfield
Village.
The route continues through Greenfield to Northfield, with alternate routings on either side of the
Connecticut River. It could incorporate portions of the proposed Franklin County Bikeway once
this is constructed. East from Northfield, the route follows very scenic and lightly traveled roads
east to Winchendon, then turns south along wide Route 140 and passes Mt. Wachusett State
Park. The route turns east again along Route 62 to Clinton, then north to pass through Littleton,
Athol and Concord. It passes the Old North Bridge Historic Site in Concord, as well as the
Lexington Battle Green and Minuteman Monument via the Minuteman Commuter Bikeway
before the final leg into Boston.
Southern route
The southern east-west route enters Massachusetts in West Stockbridge, traveling the length of
Route 102 to Lee with a short side trip in Stockbridge that includes the only existing designated
bicycle path in Berkshire County, on the grounds of the new Norman Rockwell Museum. Except
for a short stretch in Stockbridge which the touring route avoids, Route 102 has wide shoulders
and relatively little traffic, since through traffic uses the parallel Massachusetts Turnpike.
Stockbridge has several museums in addition to the Rockwell Museum, and also a theater
company and several art galleries.
From Lee to Westfield, the touring route follows Route 20. Like Route 102, Route 20 has
relatively light traffic because it parallels the Massachusetts Turnpike. There are steep climbs in
both directions over the Berkshires, but no southern route on roads can avoid them. A potential
future alternative to Route 20 with gentler grades is provided by the abandoned railbed of the
Huckleberry Trolley line that once ran between Blandford and Lee.
The southern route passes through Holyoke and runs north of Springfield on secondary roads and
highways, joining Route 20 in Brimfield. At Sturbridge, it turns south from Route 20. It passes
through Southbridge and Webster and crosses the Blackstone Valley on scenic, historic Hartford
Road. Most of the section between Belchertown and Mendon runs parallel to Grand Trunk
Trailblazers rail-trail proposals, which could be incorporated into the route.
From Mendon eastwards, the route skirts the Rhode Island border, then heads southeast to the
Berkley-Dighton Bridge across the Taunton River.
Points of interest include the industrial section of Holyoke, with its waterpower canals and old
factories; also, several museums including a Dinosaur Footprints museum and Old Sturbridge
Village.
The southern east-west route joins the coastal north-south route in Sandwich, terminating in
Provincetown at the tip of Cape Cod.
Side trips
A number of side trips have been designated for the touring routes.
In Berkshire County, these include a challenging ride up and over Mount Greylock; a scenic ride
through the Monument Valley east of Great Barrington; and a cultural attractions loop that brings
riders directly to the front gate Tanglewood for Boston Symphony concerts.
A spur of the northern east-west route follows Route 8A from Savoy to Charlemont, then
continues north along Zoar Road and River Road to the Vermont border. The sights along this
route are extraordinary, and include the east portal of the Hoosac Tunnel, the Yankee Rowe
atomic power plant, and a pumped-storage power plant. Excellent highways in Vermont connect
River Road with Route 8 in North Adams, at the northern terminus of the Berkshire Valley
north-south cross-state route.
An alternate routing in the Connecticut Valley crosses the Connecticut River from Northampton
to Hadley and proceeds to Amherst along the Norwottuck Rail Trail. It then turns north, passing
through the hill towns of Leverett, Shutesbury and Wendell, and via Warwick to Northfield.
Points of interest include the cultural attractions of Amherst and swimming at Lake Wyola in
Wendell. This side trip may be incorporated into either the Connecticut Valley north-south or
northern east-west route.
North of Boston, a loop to Cape Ann offers a longer option for the coastal north-south route.
A spur route of the southern east-west route connects into New Bedford, location of a historic
district including a whaling museum, and of a ferry service connecting with Martha’s Vineyard.
Conclusions
Existing bicycle facilities vary greatly from region to region.
The inventory process revealed that relatively few designated bicycle facilities exist in
Massachusetts, except in the Metropolitan Boston area, Cape Cod, Martha’s Vineyard and
Nantucket.
The Metropolitan Boston area has a long and uninterrupted history of significant levels of
bicycle use for transportation, dating back to the 1880’s. Riverfront parks, parkways and more
recently, linear parks over new subway lines have become designated as bikeways.
Cape Cod, Martha’s Vineyard and Nantucket have experienced heavy recreational bicycle use
and have built designated bicycle facilities to accommodate this use.
Massachusetts Bicycle Route 1 from Boston to Cape Cod is a designated facility, mostly onroad, used mostly by vacationers and weekend travelers.
There has been a small boom in the use of undesignated trails for all-terrain bicycles. However,
many of these trails are not direct routes, and many have unimproved surfaces and steep grades
which render them most suitable for bicycles with wide tires and low gears.
Throughout Massachusetts as a whole, the great majority of bicycle use continues to be on
undesignated facilities, mostly ordinary streets and roads.
Suggestions for facilities vary among the RPAs.
The number and types of suggestions for new facilities also varied greatly among the RPAs. To
accommodate summer vacationers, commenters on Cape Cod and the Islands seek additions to
their existing bicycle path networks. Numerous suggestions were, however, also received for
roadway improvements in congested areas, for example near the ferry docks in downtown
Nantucket, and on parts of Cape Cod where the only through routes are heavily-traveled
highways without shoulders. Many suggestions in RPAs with large urban concentrations were
for paths and street improvements to serve commuters and other utility cyclists in developed
areas. In several urban areas with river or ocean frontage, suggestions were made for facilities
along the water, often as part of open space proposals, but also with considerable potential as
bicycle through routes. There was a substantial number of proposals for rail trails in small towns,
though many suggestions also were made for maintaining and improving existing roads and
highways.
RPA, municipal and public involvement is increasing.
Civic interest in bicycling has increased substantially in recent years. The new momentum for
bicycle and pedestrian planning appears to result in part from the desire of communities for a
greater variety of transportation options, and in part from the more flexible funding offered by
the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991.
The RPAs have taken differing approaches to bicycling. These differences reflect local bicycling
conditions and population densities, as well as variations in the governmental process. Several of
the RPAs have active bicycle committees or non-motorized transportation committees which
serve as channels of communication between city and town officials, citizens with an interest in
bicycling and RPA staff. In fact, some of the public meetings which were held as part of the
inventory project were organized as part of the regular committee meetings. Several RPAs have
prepared or are preparing comprehensive bicycle and pedestrian plans.
The interest by town and city governments varies, but appears strongest in RPAs which have
taken a proactive role by establishing regional bicycle advisory committees where RPA staff,
civic officials and citizens can work together.
Proposed bicycle facilities could encourage bicycle use.
Many existing facilities in Massachusetts have proven popular and appear to have initiated an
upsurge of interest in bicycling in the communities and regions through which they pass. The
Minuteman Commuter Bikeway in particular has exemplified this phenomenon. Active town
bicycle committees have continued and grown after the opening of the trail, maintaining an
interest in its upkeep and improvement, and also supplying new facilities suggestions. Interest in
many facets of bicycling appears to have grown since the trail opened. Bicycling education
programs for children, both in and outside the schools; helmet promotion campaigns; initiation of
bicycle-mounted police patrols -- all reflect an increase in interest in bicycling in communities
along the trail.
A comprehensive program must include streets, roads and highways as
well as separate facilities.
The comments, suggestions and proposals which form the basis of this report make it clear that
the inventoried proposals for bicycle facilities do not represent a comprehensive statewide
program. Available funding and physical constraints limit the construction of separate bicycle
facilities. Even if all of the proposed designated facilities are built -- and many more were are
described in the database than are shown on the maps or listed as priorities -- most bicycling will
continue to be on streets, roads and highways which already connect to almost all destinations.
For this reason, the maintenance and improvement of existing streets, roads and highways for
bicycle travel must be seen as an important part of any program of bicycle facilities
improvements.
Many different categories of bicyclists contributed their input to the project. The diversity of
input makes it clear the importance of accommodating the desires and requirements of the
various categories of bicyclists. A flexible approach will go the farthest to achieve the goal of
maintaining and improving a comprehensive network of routes which bicyclists will find
attractive and convenient.
Community participation is essential.
This project concentrated on facilities. Nonetheless, numerous commenters from around the state
emphasized that facilities represent only one facet of planning for bicycling. A widely used
paradigm describes the "4 E’s" of Engineering, Education, Enforcement and Encouragement.
The most comprehensive and balanced plans for bicycle facilities and planning appear to result
from cooperative efforts among concerned citizens, representatives of bicyclists’ organizations
and bikeway committees, police, city and town government officials, and RPAs. This approach
to planning appears to bring forward a larger number and variety of suggestions and proposals,
and to subject them to refinement and coordination. The community process typically involves
town or city government officials, police, and interested citizens.
The collected data may assist in future planning
This report represents, so to speak, only the "tip of the iceberg" of information collected and
made available through the project. So that maximum benefit may be derived from the project,
the underlying data is also available.
More than 800 written suggestions were received from 260 commenters, who included
individuals, representatives of bikeway advocacy organizations and bicycle clubs, and RPA staff.
The suggestions fell into the following categories:



Paths away from roads (abandoned rail lines, aqueducts, power lines, etc.): 276
Paths adjacent to road: 45
Roadway routes (improve or widen pavement, add signage): 272
Other suggestions included improvements to bridges and existing bicycle paths; signage,
signalization, traffic mitigation, ferry service, and bicycle parking. The number of projects is
somewhat smaller than the number of suggestions, as some were submitted by more than one
commenter.
The suggestion form included in an appendix to this report was the basis for most suggestions.
Many written suggestions included maps and extensive comments. All of this material is being
retained for future reference.
The written suggestions were entered into a computer database. The database allows sorting and
retrieval of suggestions in a large number of different ways. For example, all projects which pass
through any one town can be found and retrieved, or all proposals which are for road
improvements in the MAPC region, or all projects which were proposed by a particular
individual or organization. The ability to sort and find is what the BTP&D sought in order to
have an overview of existing and potential bicycle facilities, both now and in the future.
This report is a public document. 20 copies have been submitted to the EOTC, and copies have
been distributed to all of the RPAs. The report is on file at the State Transportation Library at 10
Park Plaza in Boston.
Computer data of the facilities inventory were assembled as a Microsoft Access 2.0 database.
Access runs under Microsoft Windows on PC-compatible computers. The text of this report was
prepared as a Microsoft Word 6.0 document. Computer data of the facilities inventory and text of
this report are available on a 3.5 inch PC-compatible floppy disk from BCOM for the cost of
reproduction and shipping.
APPENDICES
Maps
Before viewing the maps, please read the
INSTRUCTIONS FOR VIEWING THE MAPS!
Click on the map above to go to the larger map for the corresponding part of
Massachusetts, or select a map from the list below.
Berkshire County Regional Planning Commission
Cape Cod Commission
Central Massachusetts Regional Planning Commission
Franklin County Planning Department
Martha's Vineyard Commission,
Nantucket Planning and Economic Development Commission
Merrimack Valley Planning Commission,
Northern Middlesex Planning Commission
Metropolitan Area Planning Commission
Northern part
Southern part
Montachusett Regional Planning Commission
Old Colony Planning Council
Pioneer Valley Planning Commission
Southeastern Regional Planning and Economic Development Commission
Cross-state routes
Data forms
Announcement of first public meeting
Suggestion form (1st and 2nd public meetings)
Front
Back
Announcement of second public meeting
Comment form (2nd public meeting)
Sample bicycle facility data record printout
Sample list of bicycle facility suggestion summaries