Route 9 Corridor Study Land Use and Development Trends 6/1992ROUTE 9 CORRIDOR STUDY
LAND USE AND DEVELOPMENT TRENDS
Prepared by the
Pioneer Valley Planning Commission
June 1992
Prepared in cooperation with the Massachusetts Highway Department and the U.S.
Department of Transportation - Federal Highway Administration and
Federal Transit Administration.
Staff Credits
Prepared by Christopher Curtis, Principal Planner
under the direction of Timothy W. Brennan, Executive Director.
Design and typsetting by Shaun Hayes, Principal Planner /Cartographer,
typing by Joanne Betournay, maps by Frank Biasi,
cover by van Schouwen Associates.
1.0 INTRODUCTION
TABLE OF CONTENTS
1.1 Study Objectives
1.2 Description of Hadley and Route 9 Corridor
2.0 LAND AND ENVIRONMENTAL CHARACTERISTICS
2.1 Prime Farmland and Soil Characteristics 3
2.2 Floodplain Areas 3
2.3 Aquifer Recharge Areas 3
2.4 Wetland Areas 3
3.0 EXISTING LAND USE
3.1 Data Collection and Mapping 5
3.2 Existing Land Use and Employment 5
3.3 Land Use Patterns 6
3.4 Business, Residential, Institutional Use Characteristics 9
3.5 Business Survey Results 10
4.0 ZONING REVIEW
4.1 Purpose 15
4.2 Existing Route 9 Zoning - Hadley 15
4.3 Existing Route 9 Zoning - Northampton 16
4.4 Existing Route 9 Zoning - Amherst 16
4.5 Problem Areas in Existing Zoning 16
5.0 DEVELOPMENT CONSTRAINTS AND INCENTIVES
5.1 Land Availability and Cost 21
5.2 Public Utilities 21
5.3 Environmental Constraints and Zoning Restrictions 22
5.4 Summary of Development Constraints and Incentives 22
6.0 ROUTE 9 BUILD -OUT ANALYSIS 1988 -2010
6.1 Purpose 23
6.2 Procedure 23
6.3 Conclusions 26
7.0 CURRENT DEVELOPMENT TRENDS AND
ESTIMATED TRAFFIC IMPACTS
7.1 Route 9 Development Trends
7.2 Route 9 Development 1987 - 1990
7.3 Projected Traffic Impacts
of Route 9 Development 1987 - 1990
Page
29
29
32
7.4 Projected Traffic Impacts of
Route 9 Development 1990 - 2010 32
7.5 Planned Development at the University of Massachusetts 32
7.6 Current Development Trends Outside the Route 9 Corridor 35
8.0 ALTERNATIVE LAND USE STRATEGIES 37
9.0 RECOMMENDED LAND USE STRATEGIES
9.1 Summary of Recommendations 43
9.2 Intergovernmental Recommendations 44
9.3 Municipal Recommendations 44
9.4 State Agency Recommendations 46
9.5 University and Five Colleges, Inc. Recommendations 50
10.0 STATUS OF RECOMMENDATIONS AND IMPLEMENTATION 51
APPENDICES
A. DRAFT INTERGOVERNMENTAL MEMORANDUM OF AGREEMENT
B. MODEL COMMERCIAL CORRIDOR SITE PLAN APPROVAL BYLAW
AND TRIP REDUCTION BYLAW
C. MODEL SIGN BYLAW
D. MODEL OFF - STREET PARKING AND LOADING STANDARDS
E. TRANSPORTATION BOND ISSUE AMENDMENT
F. MODEL PLANNED UNIT DEVELOPMENT ORDINANCE
G. ACCESS MANAGEMENT TECHNIQUES
H. HIGHWAY CORRIDOR DESIGN CONCEPTS
I. MODEL TRAFFIC ACCESS REGULATIONS
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- The significant land acreage which is currently for sale in the Route 9 corridor portends
important changes in both ownership and land use patterns. As of October 1987 twelve
land parcels were for sale with characteristics shown in Table 3.
Table 3. LAND FOR SALE IN ROUTE 9 CORRIDOR (As of 10 -88)
Current Use No. of Parcels
Residential 5
Vacant 19
Agriculture 3
Retail 3
Lodging 1
TOTAL 31
Among the parcels for sale are three large farm parcels, totalling 60 acres and 1,570 feet
of road frontage. The potential for commercial development of the 22 available
agricultural or vacant parcels and then conversion of the five available residential parcels
to commercial use could result in a significant increase in the number of businesses with
direct access to Route 9. It should be noted that in the year since this survey was first
conducted, the number of parcels for sale on Rt. 9 has almost tripled, from 12 to 31.
3.4 Business, Residential and Institutional Use Characteristics
There are a total of 206 retail businesses along Route 9 in Hadley with a total retail floor
space of 1.5 million square feet. Of this floor space, over 200,000 square feet is vacant,
the majority in Mountain Farms Mall. Virtually all of these businesses have direct access
onto Route 9. For retail uses, there is an average of 1.5 curb cuts on Route 9 per parcel.
Retail uses can be described in greater detail. Not counting the two large retail malls, about
25 establishments are specialty or general retail stores. Another 22 are restaurants,
ranging from quality to drive -in. There are 18 service stations or auto repair establish-
ments, and 5 car dealerships. There are 4 furniture stores, 2 supermarkets, 3 convenience
stores, and 2 hardware stores.
Table 4. BREAKDOWN BY RETAIL TYPE
Type of Retail Approximate # Establishments
Specialty /general retail 25*
Restaurants, all type 22
Service station/auto repair 18
Car dealerships 5
Furniture 4
Supermarkets 2
Convenience stores 3
Hardware 2
*NOTE:This breakdown counts the Hampshire Mall and Mountain
Farms Mali once each, as specialty /general retail.
Land Use, Development Trends and Review / 9
3.5 Business Survey Results
A Business Survey was mailed out to the managers of all 210 businesses along the Route
9 corridor in Hadley. The purpose of the survey was to collect more detailed statistical
data on business size, sales, employment, hours of operation, and expansion plans in order
to gauge the impact of businesses on the Route 9 traffic situation. Additionally, the survey
provided an opportunity for businesses to comment on the importance of PVTA bus
service, and on overall Route 9 traffic conditions.
Responses to the survey were received from 52 businesses, a 25% response rate.
Businesses of a wide range of types and sizes responded, including banks, retail stores,
restaurants and insurance agencies. Many expressed hope that an effective solution to
Route 9 problems could be found. A number of managers indicated that traffic delays do
have a negative effect on their businesses.
The following represents a summary of key points from the business survey (note that
these statistics only represent 25% of businesses):
Average business floor area: 5,240 square feet
Plans for business expansion: Eleven establishments indicated plans to expand in the next
few years; 3 more were considering expansion.
Hours of operation: Opening hours were fairly evenly spread out through the morning on
weekdays. Ten businesses opened at 8 :00; 1 at 8:30; 6 at 9:00, and 3 at 9:30. The
malls open at 10:00. Closing hours were more spread out. Seven stores closed
between 4:00 and 6:00. Others were open until later in the evening, including the
mall stores which close at 9:30.
Employment: Full -time managerial employees 163
Part-Time managerial employees 14
Full -time non - managerial employees 156
Part-time non - managerial employees 311
TOTAL C44
Importance of PVTA bus service to businesses along Route 9:
Very Important 56%
Important 19%
Not Sure 10%
Not Very Important 13%
Unnecessary 0
Reliance of respondents on PVTA to bring customers to door:
29% Very much
24% Somewhat
41% Not at All
Comments on Route 9 Congestion Problems:
Business managers expressed much concern over congestion problems on Route 9 in
Hadley, both in terms of personal inconvenience, and perceived effect on their business.
10 / Route 9 Corridor Study
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The alternating pattern between 2 -lane and 4 -lane stretches of road was mentioned by
several as a cause of back -ups of cars. Congestion at the Coolidge Bridge is a major
inconvenience, aggravated by back -ups after the Bay Road intersection.
One respondent noted that he avoids Route 9 at every opportunity; another described
driving it at rush hour as "excruciatingly painful ". Several felt that potential customers
avoided the area as well, going elsewhere to shop to minimize inconvenience. The
frequent long lines to turn left into the Hampshire Mall from Amherst, and long waits for
buses and to turn out from driveways were mentioned as specific problems that drive
customers away.
Two intersections came under fire as being particularly dangerous, including the East
Street (Post Office) intersection and the Mountain Farms Mall entrance near Katina's.
The large number of untimed lights on the 4 -lane stretch near Amherst was cited as a
temptation to "squeeze" through them.
Suggestions for Improvement of Route 9
Business managers had a number of suggestions for improving the situation, in addition
to comments about the traffic problems.
The most frequent suggestion was to widen the road to 4 -lanes for the entire stretch,
including the bridge (or build another bridge). Several others suggested expanding and
promoting mass transit to decrease the number of cars on the road, rather than accommo-
dating an increasing traffic volume.
Other suggestions included:
• expand the back roads
• create an alternate route to University of Massachusetts
• coordinate traffic lights
• stagger shifts at colleges
• station traffic officer at Damon Road during rush hours
• provide shuttle from University of Massachusetts to Mall
• provide more space for pedestrians/bicycles
• put barriers between east and westbound lanes
• reopen one -way access to Bay Road from the bridge
• direct I -91 traffic to University of Massachusetts via Sunderland Bridge.
Twenty -two respondents (49 %) added comments - some a whole page worth. The issue
is obviously of great concern to the business managers along the corridor.
Land Use, Development Trends and Review / 13
14 / Route 9 Corridor Study
4.0 ZONING REVIEW
4.1 Purpose of Zoning Review
Many growth factors, especially the expansion of the University of Massachusetts in
Amherst, the construction of a regional mall in Hadley, and the revitalization of downtown
Northampton, have contributed to the development of Route 9 in Hadley as a commercial
corridor. The types, layout and appearance of buildings along the corridor can, in part, be
attributed to the development regulations in place at the time of their construction. The
purpose of this section is to examine current municipal zoning bylaws for Route 9
communities to determine what, if any, recommendations could be made to improve the
design elements that will influence commercial development along Route 9. By
increasing local controls over this development, the Route 9 communities can greatly
reduce the problems associated with traditional strip development.
4.2 Existing Route 9 Zoning - Hadley
Hadley's zoning regulations for commercial development were adopted in 1978. Hadley
has zoned virtually the entire Route 9 corridor from the Northampton town line to the
Amherst town line for "Business" (see Map 3) The Business Zoning district generally
extends a minimum of 500 feet on each side of Route 9. There are several locations where
this width is exceeded. There are also two locations where the district is reduced in size:
west of Bay Road, the width is 300 feet; and, at the Mill Valley Road intersection, the
district is discontinued for 300 feet. A zoning map of the Route 9 corridor is shown on
the following page.
Permitted uses within the Business district include the following:
• Office, bank, newspaper or job printing establishment
• Hotel, motel or restaurant
• Any wholesale or retail business, research laboratory, service or public utility
• Automobile service station, repair shop, storage garage or salesroom
• Detached one - family dwelling
• Religious, educational or municipal use
• Hospital, sanitarium, convalescent home
• Renting of rooms in a dwelling
• Farm or nursery stands and sales
• Agriculture, horticulture, floriculture.
In addition, the following uses may be allowed by Special Permit:
• Place of amusement or assembly, club conducted for profit
• Trailers or mobile homes
• Conversion of a one - family dwelling to a two - family
• Aviation field, golf course, boat livery, riding stable, ski tow
• Private club conducted not for profit
• Open -air movie theater.
Land Use, Development Trends and Review / 15
The dimensional regulations in the Hadley zoning bylaw require that businesses erected
in the Business district must have the following minimum lot dimensions:
• Lot size: 30,000 square feet
• Frontage: 175 feet
• Depth and Width: 150 feet
• Front yard: 50 feet
• Side yard: 15 feet
• Rear yard: 40 feet
• Maximum height: 2.5 stories /40 feet
• Maximum coverage: 30%
4.3 Existing Route 9 Zoning - Northampton
Northampton's zoning regulations for the Route 9 corridor establish a residential zone for
most of the corridor's length (see Map 3). The exceptions are two zoned for business at
the Damon Road intersection. Of these parcels, one is owned by the Mass. Department
of Environmental Management, and thus will not be developed for business use, while the
second parcel contains an existing restaurant.
Northampton has a standing policy not to consider re- zoning residential properties along
Route 9, in order to protect the integrity of existing neighborhoods.
4.4 Existing Route 9 Zoning - Amherst
The Amherst section of Route 9 corridor is divided into three zoning districts: business,
residential and professional research park (see Map 3). The northwest corner of the
University Drive intersection with Route 9 contains seven parcels zoned for business. All
of these parcels contain existing businesses. The northwest and southwest corners of the
University Drive intersection are zoned for professional research park (PRP). Most of
these land parcels contain existing businesses, an apartment complex, motel and medical
center. One large open tract of PRP land remains. The southwest comer of the University
Drive intersection. Most of this zone contains existing residences.
4.5 Problem Areas in Existing Zoning Bylaws
Hadley' s existing zoning bylaw contains very limited regulations for parking, signage and
site plan review. There are currently no regulations dealing with commercial landscaping,
design, site layout, curb cuts or highway access control, screening or visual buffers, or
performance standards for lighting, noise, storm water runoff, or erosion control.
The existing zoning bylaw has resulted in a somewhat haphazard, uncontrolled form of
commercial strip development occurring along the length of the Route 9 corridor. Based
upon a thorough review of development which has occurred along Route 9, the following
problems can be traced to the zoning bylaw or zoning enforcement:
• Over- sized, unattractive signage
• Proliferation of temporary signs
• Building designs not in keeping with town character
• No unifying design theme for business development
• Lack of coherent landscaping
• Lack of screening for unsightly uses
• Uncontrolled curb cuts
• Vehicular access and safety problems
• Poor pedestrian and bicycle access
16 / Route 9 Corridor Study
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• Parking location, size and design problems
• Poor site layout
• Traffic circulation problems within sites
• Lack of open space to create breaks in strip development
• Lack of efforts to preserve key scenic areas or prime farmlands
• Need for well - conceptualized density regulations
• Need to require only one principal use per lot.
Providing a more attractive, safe, well - planned business district in Hadley will benefit not
only Town residents and casual passers -by, it will benefit businesses by establishing a
better, more attractive environment in which to do business. Many of these problems can
be resolved at the community level through improved zoning regulation and enforcement,
land acquisition and other local actions. These solutions will be the focus of Section 9.
Land Use, Development Trends and Review / 19
20 / Route 9 Corridor Study
5.0— --- DEVELOPMENT CONSTRAINTS AND INCENTIVES
5.1 Land Availability and Cost
As previously discussed, there are currently 76 vacant or agricultural, commercially -
zoned land parcels totalling 325 acres immediately adjacent to Route 9 in Hadley. These
parcels have a very high potential for conversion to commercial use. In addition, there are
85 residences on 145 acres, virtually all of which are zoned commercial, making them
suitable for conversion to businesses, a trend which has already begun. Clearly, from a
land and zoning perspective, Route 9 is ripe for a potentially huge influx of commercial
development with the associated burdens on infrastructure such as sewer, water and the
highway itself. Perhaps the only factors preventing such a development boom are land
prices and lack of commercial demand.
Land prices being asked by owners along Route 9 average three times the assessed value
of parcels. Yet, a number of parcels have sold in the past year, so apparently these high
land prices are not a significant deterrent.
5.2 Public Utilities
The entire Route 9 corridor is served by public sewer and water systems.
In Hadley, the sewer system servicing Route 9 comprises a collection system, 3 pumping
stations, and a recently expanded waste water treatment plant (WWTP). A 1986 report
by Almer Huntley Associates stated that, "At the present time, no additional flows can be
permitted to enter the system due to the inadequacy of the existing sanitary system and the
treatment plant ".
The recently upgraded Hadley WWTP expands the system's capacity by 100,000 gallons
per day (g/d). The currently proposed subdivisions in Hadley are calculated to add 98,800
g/d to the system, thus bringing the projected flow to the limit of the upgraded facility's
capabilities.
One of the pumping stations at Mill Valley Road is being upgraded, but the flow will
already be at design capacity (it is currently overextended).
A significant portion of the flow is infiltration and inflow (I/I). This is excess, unintended
flow into the system from such sources as groundwater coming through cracks in pipes,
roof drains that empty into the sewers instead of the yard, etc. Hadley is attempting to bring
this problem under control. If the program is successful, it could free up a substantial
amount of capacity within the sewer system.
The capacity of the water system is also of concern. According to a Huntley engineer who
is familiar with the system, it is virtually at capacity now, and in times of drought, is
severely taxed. Hadley is currently relying on the Mount Warner wells. A new well, the
Callahan Well on Bay Road, was installed about 10 years ago. The Callahan Well' s water
is very high in manganese, however, which will require expensive treatment to make it
potable, and bring the well on -line.
Land Use, Development Trends and Review / 21
5.3 Environmental Constraints and Zoning Restrictions
The Route 9 corridor contains very few environmental constraints to development. There
are no significant wetland areas adjacent to Route 9. Hadley's Aquifer Protection zoning
district abuts the southern edge of Route 9 near Spruce Hill Road. This zoning district
restricts but does not prevent the development of most business types, with the exception
of gas stations, auto repair shops, trucking and bus terminals, and businesses generating
hazardous wastes which are prohibited.
A significant section of the western end of Route 9 in Hadley lies in the 100 -year
floodplain of the Connecticut River. Hadley's floodplain zoning bylaw, however,
establishes only minimal restrictions or prohibitions of uses within the floodplain. An
updated bylaw is under development by the Hadley Growth Management Committee.
5.4 Summary of Development Constraints and Incentives
The Route 9 corridor in Hadley has available a large supply of vacant or developable land.
Development is not significantly restricted by environmental constraints or local zoning
restrictions. The principal current constraint to development is the Town's capacity to
provide water and sewerage treatment. Combined with the anticipated influx of residen-
tial development in Hadley, increased commercial development along Route 9 could
greatly overburden the Town 's infrastructure, including water supply, sewerage treatment
and the traffic- bearing capacity of Route 9 itself. Although there is sufficient vacant
commercial space to accommodate anticipated commercial needs in Mountain Farms
Mall and elsewhere along Route 9, open lands continue to be developed. This trend is
being caused by the increasingly auto - oriented businesses which are locating on Route 9
and are changing the character of the corridor to a traditional "commercial strip ".
22 / Route 9 Corridor Study
6.0 - -- -ROUTE 9 BUILD OUT ANALYSIS
6.1 Purpose of Build -out Analysis
In order to quantify the potential impact that further commercial growth would have on
Route 9, a series of "build -out" scenarios was completed for the corridor.
The purpose of developing these build -out scenarios is to paint a series of pictures
illustrating what Route 9 could look like in the future, in order to promote discussion of,
and planning toward, the development option preferred by Hadley residents and officials.
The scenarios are illustrated in detail in Table 5, and describe the anticipated number of
new businesses and resulting traffic impacts on Route 9 in the years 2000 and 2010. The
development options are based upon four growth scenarios:
Scenario #1: Worst Case - growth based on the 2 -year average of number of building
permits issued per year (5.5) and existing zoning. Assumes all new businesses are auto -
oriented businesses which generate high volumes of traffic.
Scenario #2: Likely Case - based on the 5 -year building permit average and existing
zoning. Assumes a majority of new businesses will be auto - oriented.
Scenario #3: Best Case - based on 10 -year building permit average (2.5) and changes in
zoning which would restrict auto - oriented or high traffic- generating uses to limited areas,
and require trip reduction planning. .
Scenario #4: Worst Case - with zoning changes to reduce trip generation:
6.2 Procedures Used in Developing Build -out Scenarios
This section will lead you through Table 5 and explain the procedures used to develop
the four build -out scenarios. Please refer to Table 5.
Column 1: Building Permit Rates, is simply the average number of building permits for
new construction on Route 9 issued over the stated number of years.
Column 2: Types of Business were calculated as follows:
Auto - Oriented businesses included drive -in restaurants, convenience for
stores, service stations, and banks.
Majority auto - oriented included the four business types above, plus insur-
ance agencies and health clinics.
Lower Traffic Generators included insurance agencies,. health clinics,
motels, office buildings, hi -tech office buildings, and quality sit -down
restaurants.
Column 3: Number of new businesses by year 2000 / 2010:
Column 1 average X # of years between 1988 and 2000/2010.
Example: 5.5 X 12/22 = 66/121
Column 4: Current trips / day was derived by traffic counts by PVPC.
Land Use, Development Trends and Review / 23
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Column 5: Net Number of New Trips Generated was derived as follows:
Step 1: Trip generation rates for business types along Route 9 were calculated.
The information in Table 6 was taken from the TRW GENERATION MANUAL by the Institute
of Transportation Engineers. Studies conducted show the average number of trips that
each type of business generates per day. A sampling of high, medium, and low traffic
generators was used and the number of trips per day calculated.
A trip is defined as one vehicular movement to or from a destination. For example, a
vehicle driving to a business and leaving the business is two trips.
Build -out
Scenario
Table 6. TRIP GENERATION RATES FOR BUSINESS TYPES
Trip
Likely Average Generation
Size of Business Rate / Day
Type of Business
1. Drive -in Rest.
2. Convenience
Food Store
3. Service Station
4. Bank
5. Insurance
6. Health Clinic
7. Motel
8. Office Building
9. Hi -Tech Building
10. Quality
Sit -Down Rest.
Scenario #1 Worst Case
Scenario #2 Likely Case
Scenario #3 Best Case
Scenario #4 Worst Case
w /zoning changes
Average Weekday
Vehicle Trips
769 per 1000 sq. ft.
427 per 1000 sq. ft.
748 per Station
169 per 1000 sq. ft.
11.5
23.8 per 1000 sq. ft.
8.7 per unit
12.43 per 1000 sq. ft.
7.28 per 1000 sq. ft.
97 per 1000 sq. ft.
Source: Institute for Transportation Engineers, TRIP GENERATION.
Business types
Anticipated
(Nos from Table 6)
1 -4
1 -6
5 -10
4 -10
Average
Trips/Day X
Per Business
870
602
121
147
2000 sq. ft.
2000 sq. ft.
1 station
2000 sq. ft.
5000 sq. ft.
20 units
5000 sq. ft.
5000 sq. ft.
3000 sq. ft.
Table 7. GROSS NUMBER OF TRIPS GENERATED
Projected No. of
new businesses
2000/2010
66 /121
38/70
30/55
66 /121
1538
854
748
338.
11.5
119.
174
62
36.4
291
Step 2: The gross number of trips expected to be generated under each build -out scenario
was calculated. This gross number was derived by multiplying the average trip
generation rate per business by the projected number of new businesses anticipated in
years 2000 and 2010. See Table 7. An example is given below:
Scenario #1: Worst Case: Businesses #1 -4 from Table 6 are high traffic generators. The
trips /day of these four were averaged (870 trips/ day/business). This number times the
number of new businesses (66/121) gave the # of trips generated by these additional
businesses by the years 2000 and 2010.
Gross No.
of Trips
Generated
57,420 /105,270
22,876 / 42,150
3,630 / 6,655
9,729 / 17,787
Land Use, Development Trends and Review / 25
Step 3: Accounting for diverted trips vs. new trips generated is important in order to
accurately project the traffic impact of new business development. The gross
number of trips generated, as shown in Table 7, is somewhat deceptive, however.
Not all of these trips generated by new businesses are new trips. Some of the people
going to these new businesses would have been driving on Rt. 9 anyway. Studies
have shown there are 3 types of trips generated and that each type of business
produces a different percentage of new trips.
1. Passerby trips: cars not going to business in question.
2. Diverted: cars going somewhere else, but go to business in question as well.
3. New trips: trips solely going to the new business.
Studies have shown that new trips comprise about 45% of trips to auto - oriented businesses,
70% of those to a mixture, and 90% of those to low traffic generators. Therefore, the number
of trips generated multiplied by the appropriate percentage equals the net number of trips
that are new (i.e. new traffic generated that would not otherwise have been there), as shown
in Table 8 below.
6.3 Conclusions
26 / Route 9 Corridor Study
Build -out Scenario
Scenario #1: Worst Case
Scenario #2: Likely Case
Scenario #3: Best Case
Scenario #4: Worst Case
w/Zoning changes
Table 8. NET NUMBER OF NEW TRIPS GENERATED
Gross No. of
Trips Generated
2000/2010
57,420 /105,270
22,876 / 42,150
3,630 / 6,655
9,729 / 17,787
Percent of Gross
Trips which are
New Trips
45%
70%
90%
70%
Net Number of
New Trips
Generated
25,840 / 47,370
16,000 / 29,500
3,270 / 5,990
6,810 /12,450
Column 6: Total trips is the sum of the current trips /day and the additional trips generated
by 2000/2010.
Column 7: Percent increase 2000/2010
This column shows the percent increase in traffic from 1988 to the
years 2000 and 2010.
Column 8: The year of build -out takes the number of vacant or agricultural parcels
adjacent to Route 9, the projected number of buildings on each, and given
the respective building permit rates, calculates how long it would take to fill
all the parcels. The year at which this "build -out" would occur is given.
The most dramatic result of the build -out scenarios shown in Table 5 can be seen by
comparing Scenario #1 and Scenario #4. In the hypothetical worst case scenario, if the
building permits continue to be issued at a high rate of 5.5 per year, with all new businesses
being high volume traffic generators, and no new land use controls are instituted, Route
9 can expect an estimated 47,000 new trips by year 2010, or a 158% increase. However,
if this high growth rate is complimented with a comprehensive package of new land use
controls, the anticipated new trips on Route 9 could be reached to an estimated 12,000, or
a 42% increase over the present.
Clearly the worst case scenario is not an acceptable option. With Route 9 traffic
conditions already approaching gridlock at peak hours, a 158% increase in traffic would
result in extreme travel time delays, a proportionate increase in accidents, frustration on
the part of motorists, and loss of clientele for Route 9 businesses.
Footnote: The build -out scenarios in Section 6.0 illustrate hypothetical future conditions.
Section 7.0 contains an assessment of the anticipated traffic impacts from actual Route
9 business projects which have been constructed since 1987, or received or applied for
permits. This assessment shows that actual traffic impacts may, in fact, exceed the "worst
case" hypothetical scenario presented in Section 6.0.
Land Use, Development Trends and Review / 27
28 / Route 9 Corridor Study
7.0 CURRENT DEVELOPMENT TRENDS AND ESTIMATED TRAFFIC
IMPACTS
7.1 Route 9 Development Trends
During the period 1971 -1986, development in the Route 9 corridor in Hadley proceeded
at a relatively slow but steady pace. Permits for expansions and remodeling greatly
outnumbered new construction during this period as shown in Table 9. Between 1987 -
1990, the rate of development on Route 9 increased for new construction, as discussed
in more detail in Section 7.2. Hadley's total commercial acreage doubled between 1971
and 1985 (see Section 7.6).
Table 9: BUILDING PERMITS ISSUED IN THE ROUTE 9 CORRIDOR, HADLEY
Year New Construction Permits
1983 2 7
1984 2 10
1985 3 20
1986 3 9
1987 5 17
1988 4 2
1989 6 0 3
7.2 Route 9 Development 1987 -1990
During the four -year period 1987 -1990, the Route 9 corridor experienced a surge of new
construction and development applications largely for commercial projects. As of
January, 1990, thirty-two new businesses or business complexes totalling an estimated
1.2 million square feet of floor space had been constructed since 1987, or had applied for
development permits in the corridor (between the Coolidge Bridge and University Drive,
Amherst). Thirty of these new projects are located in Hadley, while one is located in
Amherst, and one in both towns. These new uses include two office complexes, a 78 -acre
industrial/office park, two retail shopping complexes, two apartment complexes, two
medical centers, two fast -food restaurants, and four auto service /gas station businesses.
These are summarized in Table 10 below, and shown in detail on Table 11 and Map # 4.
Table 10. DEVELOPMENT TRENDS - ROUTE 9 CORRIDOR (1987 -1990)
Type
Remodel /Expansion Permits
Total No. Total Percent of Total
of Projects Floor Space Floor Space
New Business Projects - 13 182,390 sq.ft. 16%
Construction Complete /or Underway
New Business /Residential Projects 12 950,200 sq.ft. 81%
Or Permits Approved or Pending
Business Expansion/Renovation 1 35.600 sq.ft 3%
Projects (Complete or Underway)
TOTALS 32 1,168,190 sq.ft. 100%
Land Use, Development Trends and Review / 29
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Land Use, Development Trends and Review/ 31
7.3 Projected Traffic Impacts of Route 9 Development 1987-1990
The traffic impacts on Route 9 of the thirty-two new businesses, business complexes, or
residential complexes completed or proposed in the Route 9 corridor during 1987 -1990
are projected in Table 12. These new projects are anticipated to generate a gross increase
of 30,122 trips on Route 9. However, since some of these trips will result from traffic
already on Route 9, the number of primary or diverted trips was also projected. It is
anticipated that a net increase of 18,867 primary or diverted trips (new traffic not already
on Route 9) will result from these projects. This would be a 60% increase over 1987 traffic
levels on Route 9.
The full impact of the developments on Route 9 traffic volumes will probably not be felt
for 5 -10 years. Only about 63% of the above -noted businesses and about 19% of the
proposed new commercial floor space had been constructed as of January 1, 1990. Many
of the proposed new projects are medium to large scale projects which are planned to be
constructed on phased basis over a number of years.
7.4 Projected Traffic Impacts of Route 9 Development 1990 -2010
Based upon actual annual rates of new construction, and estimated trip generation
per business for businesses constructed or permitted in the Route 9 corridor during
1987 -1990, it is possible to project, with a higher degree of certainty, the traffic impacts
of future development in the Route 9 corridor (see Table 13).
Table 13. PROJECTED TRAFFIC IMPACTS OF ROUTE 9 DEVELOPMENT 1990-2010.
32 / Route 9 Corridor Study
New Businesses
ear . nstructe • ince
2000 3.6 / year = 36 total
2010 3.6 / year = 72 total
Average Primary
or ' iverte • rips
699
699
• Based upon building permit trends in Hadley 1983 -1989 (see Table 9)
+ Based upon estimated trip generation rates for 21 new businesses constructed or
permitted in Hadley 1987 -1990 (see Table 12), not including WestMass Business Park,
or additions /renovations to existing business.
Total New
nmary or'iverte• rips
usiness +
25,164
50,238
It is anticipated that some of the total new primary or diverted trips shown in Table 13 will
be generated by businesses shown in Tables 11 and 12, applied for or received site plan
approval, but have not yet received building permits or initiated construction.
7.5 Planned Development at the University of Massachusetts
The University of Massachusetts at Amherst currently has three major facility construc-
tion projects planned which will affect traffic in the Route 9 corridor. These projects are
summarized in Table 14 below.
The traffic impact of these projects on Route 9 cannot be fully evaluated at this time. The
University has not undertaken traffic studies for either the new Engineering or Polymer
Science Buildings, since budget problems have made it difficult to determine whether
these facilities will house any new staff or simply existing staff.
34 / Route 9 Corridor Study
The University did complete a traffic study for the new Mullin Arena. This study
concluded that, at maximum seating capacity of 11,500 spectators, the arena will generate
approximately 2,565 vehicle trips during the one -hour period following an arena event.
Of these trips, 71.5 percent are expected to use Commonwealth Avenue to destinations
west and south of the campus area. Although the study did not directly evaluate Route 9
traffic impacts, it can be assumed that a significant portion of the 71.5 %, or 1834 vehicle
trips, will travel via Route 9. The University study proposed traffic mitigation measures
for on- campus locations, but did not propose such measures for Route 9.
Table 14. FACILITY CONSTRUCTION PROJECTS PLANNED AT UNIVERSITY OF MASSACHUSETTS
Daily
New Trips
Facility Name Facility Size Status Employees Generated
( Total Gross Sq. Ft.)
University - Mullin
Convocation
Center / Arena
i.n.a. - information not available
245,000 sq. ft.
11 ,500 seat indoor arena
Construction i.n.a.
to begin 1991
to be completed
1993 - 1994
2,565
per event
University - Engineering 36,000 sq. ft. Under Primarily i.n.a.
Research Building Construction; Existing
done in 1991 facility
University - Polymer 162,000 sq. ft. Design to be Primarily i.n.a.
Science Building complete 1990; Existing
construction facility
completed
1993 -1994
Federal - U.S. Fish & i.n.a. planned est. 200 i.n.a.
Wildlife Service near campus
7.6 Current Development Trends Outside the Route 9 Corridor
During the period 1971 -85, approximately 1428 acres of land were developed for
residential, commercial and industrial use in Amherst, Northampton and Hadley as shown
in Table 15. This development activity has undoubtedly generated increased traffic along
Route 9 as new residents commute to new jobs and shopping.
Between 1971 and 1985, Hadley' s total acreage in commercial use doubled, increasing by
76 acres, or more than Northampton and Amherst's combined commercial acreage
increase for the same period. Hadley is now the second largest commercial center in
Hampshire County, behind only Northampton in total commercial acreage.
Land Use, Development Trends and Review / 35
In Hadley, the Planning Board is currently reviewing eleven preliminary subdivision
plans that would result in the development of 375 new housing units. The largest of the
proposed subdivisions, Young Meadow Horse Farm, would result in 230 new homes
located just outside the Route 9 corridor of North Maple Street in Hadley.
36 / Routs 9 Corridor Study
Table 15. LAND USE CHANGE IN ROUTE 9 CORRIDOR 1971 -1985
RESIDENTIAL COMMERCIAL INDUSTRIAL
Change in Percent of Change in Percent of Change in Percent of
Acres Change Acres Change Acres Change
Hadley + 199 18.3 + 76 50.9 + 21 43.3
Northampton + 433 14.5 + 37 10.6 + 37 32.0
Amherst 1_02 20.1Q 16.0 t.4 45.1
TOTALS +1184 +142 +102
8.0 ALTERNATIVE LAND USE STRATEGIES
All across the United States, communities are struggling with a common problem:
controlling the traffic and aesthetic impacts of commercial strip development. Clearly,
there is no simple solution, but communities have been successful in combining various
elements of traffic, access and development management into multi- faceted commercial
corridor programs.
In developing a series of recommended land use strategies, PVPC investigated a wide
range of alternatives. Many of these alternatives are based upon the strategies and
experiences of communities across the United States in controlling traffic volumes and
commercial strip development along highway corridors. Other alternatives are more
conceptual, and are linked to the unique problems and opportunities presented by the
Route 9 corridor.
The complete package of options is contained in the following section, in Table 16,
"Alternative Land Use Strategies ".
Land Use, Development Trends and Review / 37
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9.0 RECOMMENDED LAND USE STRATEGIES
It is apparent, based upon the traffic impacts of current development and the projected
build -out scenario (Section 6.0), that Route 9 cannot sustain continued uncontrolled
commercial growth without serious traffic problems. There are several compelling
reasons why action to control land use impacts on Route 9 traffic is needed now. First,
Route 9 is Hampshire County's major east -west highway artery, a vital link for
commuters and businesses, which should not be allowed to deteriorate into gridlock.
Second, Massachusetts cannot afford to construct a major bypass or expansion of Route
9, and no viable alternative route exists. Third, public safety is at stake, given the clear
link between commercial strip development and higher accident rates.
If Route 9 is to remain at all passable into the next century, a comprehensive program
of land use control strategies will be necessary to regulate development and resulting
traffic volumes and impacts. To be effective such a program should be multi- faceted in
addressing the elements of traffic volume control, access control and commercial
development appearance or aesthetic impacts. It should be adopted jointly by the Towns
of Hadley and Amherst, the City of Northampton, the Massachusetts Department of
Public Works, the University of Massachusetts, and the Five College system. Each of
these entities plays an important role in Route 9 traffic problems, and will benefit from
improvements in the traffic situation.
The following recommended land use strategies are designed to dovetail with transpor-
tation improvements recommended in PVPC's Technical Memorandum on.Transpor-
tation Improvements.
9.1 Summary of Recommendations
The following is a brief summary of the intergovernmental, municipal, university/
colleges, and state agency recommendations which are described in detail in Sections 9.2
- 9.5:
# 1 Adopt an Intergovernmental Memorandum of Agreement
# 2 Adopt Commercial Corridor Site Plan Approval Standards with Required
Traffic Impact Statements
# 3 Adopt Trip Reduction Ordinances
# 4 Divide Corridor Into Multiple Zoning Districts
# 5 Planned Unit Development: Linking Housing to Commercial Development
# 6 Control Residential Conversions
# 7 Improve Zoning Controls for Signs, Parking, Landscaping and Design
# 8 Development Phasing
# 9 Adopt Comprehensive Access Control Policy
#10 Land Acquisition Under MDPW Open Space Program
#11 Traffic Impact Fees
#12 Billboard Amortization and Removal
#13 Parking and Transit Policy to Reduce Single - occupancy Vehicle Trips
#14 Flexible Hours Policy for University and College Employees
#15 Mitigate Traffic Impacts of Proposed New University Facilities
Land Use, Development Trends and Review / 43
9.2 Intergovernmental Recommendations
Route 9 Action #1 - Adopt an Intergovernmental Memorandum of Agreement
The Communities of Amherst, Hadley and Northampton, the Massachusetts Depart-
ment of Public Works, the University of Massachusetts, and Five Colleges, Incorporated
should adopt an intergovernmental compact establishing a comprehensive program for
Route 9 traffic control. The compact should:
• Establish a permanent Route 9 Corridor of Critical Concern Advisory
Committee (Route 9 CAC)
44 / Route 9 Corridor Study
• Promote coordinated zoning controls to mitigate traffic impacts in the
Amherst, Hadley and Northampton sections of the Route 9 corridor.
(see Recommendations #2 -8)
• Establish intergovernmental review procedures for developments which
would have significant impacts on Route 9.
• Establish a comprehensive curb cut control program (see Recommendation
#9)
• Promote the establishment of traffic reduction programs at the University of
Massachusetts and other area colleges. (see Recommendations #14 -15)
A draft Memorandum of Agreement is contained in Appendix A.
9.3 Municipal Recommendations
Route 9 Action #2 - Adopt Commercial Corridor Site Plan Approval Standards
With Required Traffic Impact Statements
Hadley, Amherst and Northampton should adopt consistent Commercial Corridor Site
Plan Approval zoning bylaws. These standards should be applied to all new business and
industrial uses, proposed expansions or changes in use. The bylaws should require that
business projects minimize traffic and safety impacts on Route 9. A traffic impact
statement should be required for all projects. New businesses should be clustered or
required to share access where feasible. Performance standards should be established
for:
• access and traffic impacts;
• parking and loading;
• landscaping and lighting;
• appearance /architectural design;
• environmental impacts;
A model bylaw is included in Appendix B, based on a bylaw adopted by Hadley in 1989.
- Route 9- Action #3 - Adopt Trip Reduction Ordinances ____ _____
Hadley, Amherst and Northampton should adopt trip reduction ordinances which require
the preparation of a "Trip Reduction Plan" for any new business use. These plans should
identify traffic impact mitigation strategies designed to reduce the traffic anticipated to
be generated by the new business by a minimum of 35 %. Trip reduction strategies could
include:
• carpooling/vanpooling incentive programs
• construction of transit shelters
• increased transit accessibility; improved service
• bicycle and pedestrian incentive measures
• variable work hour or flex time programs
• creating a transportation systems management coordinator position
Route 9 Action #4 - Divide Corridor Into Multiple Zoning Districts
The Route 9 corridor in Hadley is currently zoned as a continuous commercial strip from
the Northampton - Hadley town line to the Amherst - Hadley town line. All types of
commercial uses are allowed anywhere in the district. In contrast, most of the adjoining
Route 9 segments in Amherst and Northampton are zoned for residential use.
Hadley should consider dividing the commercial zone into segments where varying
degrees of commercial intensity are permitted. This zoning pattern would direct more
intensive traffic generating uses to areas best able to accommodate these uses, such as
clustering uses near major intersections and areas with adequate road width. It would
also enable Hadley to maintain the historic character and integrity of its town center. The
following districts are suggested and illustrated on Map 4:
• High Intensity Business District: high traffic generating uses, planned unit
developments
• Low Intensity Business/Residential Districts: low traffic generating
businesses, residential development
• Historic /Commercial District: limited business with more stringent design
review standards
• Light Industrial Research Park District: light industrial, research, office
space
Route 9 Action #5 - Planned Unit Development: Linking Housing to Commercial
Development
Across the United States and the Pioneer Valley, a major contributor to growing rush -
hour congestion on highways is the mis -match between the locations of j obs and housing.
Creating a better balance of housing and jobs will ease future traffic congestion. Planned
unit development bylaws can be useful in achieving better designed development and
achieving municipal goals.
Large -scale commercial developments should be permitted in the Route 9 corridor only
by Special Permit through a Planned Unit Development (PUD) process. A Planned Unit
Development ordinance should be developed and adopted, establishing regulations for:
• floor area ratios to regulate development intensity
• provision of open space through clustering of buildings
• provision of on -site housing for workers in proposed project
Land Use, Development Trends and Review / 45
Route 9 Action #6 - Control Residential Conversions
Route 9 Action #7 - Improving Zoning Controls for Signs, Parking, Landscaping and
Design
Hadley should adopt upgrade zoning to regulate the impact of commercial development
on aesthetics, design, historic character and traffic safety in the Route 9 corridor. Zoning
controls should be strengthened in the following areas:
• Sign regulations for sign size, height, illumination and placement
• Parking standards
• Design review procedures for architecture, materials, landscaping
Route 9 Action #8 - Development Phasing
As a temporary emergency measure, the Route 9 corridor communities may need to
consider the adoption of phased growth bylaws for commercial development. If
commercial growth rates continue to outstrip the traffic- bearing capacity of Route 9 and
the ability of the state to make improvements, a growth phasing system may be justified.
A growth phasing system would place an annual limit on the number of commercial
building permits issued.
9.4 State Agency Recommendations
Route 9 Action #9 - Develop Comprehensive Access Control Standards for Route 9
As part of the Critical Corridor Designation for Route 9, the Massachusetts Department
of Public Works and the Route 9 CAC should develop a comprehensive access control
standards for Route 9. The access control standards should be used to manage and
evaluate curb cuts. Components of the program should cover each of the following use
types:
46 / Route 9 Corridor Study
• provision of on/off -site traffic improvements and mitigation measures
• performance standards for architectural design, landscaping and
environmental protection
Appendix F contains a PUD ordinance adopted by the Town of Reading, Massachusetts,
which provides a useful model for the Route 9 corridor.
In the Amherst, Hadley and Northampton sections of the Route 9 corridor there exist
blocks of residential development on relatively small lots. In Amherst and Northamp-
ton, these residential areas are zoned for residential use, in Hadley they are zoned
commercial. Much of this land is ripe for conversion to commercial use, creating
multiple problems of frequent curb cuts and traffic impacts. In Hadley, such conversions
have already begun to occur.
Hadley should control residential conversion by adopting minimum dimensional
standards (i.e. frontage, lot size) for conversion of existing residences to commercial use.
Zoning should specifically restrict construction to only one principal use per lot. The
comprehensive access control policy in Recommendation #9 will also help to control
this problem Amherst and Northampton should adopt a policy of no re- zoning for
existing residential zones in the Route 9 corridor.
• New businesses or business complexes
• Change of use of businesses
• Existing businesses
• Residential conversions to business
The access control standards should address the following issues:
• Correction of existing access problems, including consolidation of existing curb cuts
• Require a minimum distance between curb cuts
• Require a minimum distance between curb cuts and intersections
• Require new uses to integrate access, circulation and parking with adjoining
properties
• Limit curb cuts to one per business, except in special circumstances
• Require access on side roads or frontage roads, if feasible
• Require circulation within large commercial developments to be designed to
ensure that internal circulation will minimize the need for frequent use of Route 9
• Promote use of frontage or loop roads, and common driveways
• Provide for the installation of vertical curbs to go along the entire length of Route 9
to prevent uncontrolled access
Probably the key element of these comprehensive access control standards is the
requirement for shared access among adjoining properties. This requirement would be
difficult to achieve through municipal zoning controls, but could be enforced through the
curb cut process. (See Appendix G).
Note: It is anticipated that this recommendation will be addressed by Mass. Depart-
ment of Public Works (MDPW) and the Route 9 Corridor of Critical Concern Advisory
Committee (CAC) via the following means:
a) The Route 9 CAC should develop standards and procedures for reviewing highway
access for "developments of regional impact" (DRIs) in the Route 9 corridor;
b) A new, revised MDPW Access Policy Statement with a companion document on
MDPW standards operating procedures.
Route 9 Action #10 - Land Acquisition Under MDPW Open Space Program
The only way to ensure that land will remain as open space, and will, therefore, preserve
views and scenic qualities, and not degrade existing traffic conditions, is for MDPW to
purchase it for that purpose. PVPC has applied to the MDPW Open Space Committee
to purchase a large parcel of farmland on Route 9. The parcels proposed for acquisition
constitute the last remaining block of open space on Route 9. They provide scenic vistas
of farmland, the Holyoke Range and Mt. Warner. DEM has also expressed interest in
jointly acquiring the parcel with MDPW. Review of the grant application has been
tabled by the MDPW Open Space Committee pending appraisal of the property, an
expense which PVPC was unable to incur. If, in the future, an agreement can be worked
out for a multi- agency purchase, PVPC or the Town of Hadley should go ahead with the
appraisal of appropriate parcels.
Land Use, Development Trends and Review / 47
Route 9 Action #11: Traffic Mitigation Fund
MDPW has established a Public/Private Development Unit (PPDU) for the purposes of:
• overseeing the issuance of access permits under the provisions of M.G.L. Chapter
81, Section 21;
Route 9 Action #12 - Billboard Amortization and Removal
The Massachusetts Outdoor Advertising Board has authority to delicense billboards.
The Route 9 corridor has multiple existing billboards, which aesthetically degrade the
corridor and may distract motorists, creating a minor safety hazard. An equitable
approach to billboard removal, used in many localities and states, is amortization of
billboard value, and removal at the end of the amortization period. This approach should
be evaluated for the Route 9 corridor.
48 / Route 9 Corridor Study
• requiring applicants to use all practiciable means and measures to minimize damage
to the environment under the provisions of M.G.L. Chapter 30, Section 61;
• establishing means to facilitate safe and efficient traffic flow for developments
which generate a substantial increase in or impact on traffic.
The 1988 Massachusetts Transportation Bond, Section 60, amended the "access
statute", (M.G.L. Chapter 81, Section 21) to provide that businesses which "generate a
substantial increase in or impact on traffic" may be required to install and pay for
physical improvements made necessary to ensure safe traffic flow (see Appendix E).
Given this statutory authority, MDPW and the Route 9 Corridor of Critical Concern
Citizen's Advisory Committee should develop and implement an equitable traffic
mitigation fund to pay for the cost of Route 9 improvements made necessary by
increased traffic generation from new or expanded residential, commercial or other
facilities in the Route 9 corridor. Project proponents should be required to make
necessary physical improvements to the Route 9 corridor in the vicinity of their projects,
and to contribute to the Route 9 "Traffic Mitigation Fund" on a "fair share" formula,
based upon the volume of traffic each business generates. Traffic mitigation revenues
should be expended only for planning and construction of capacity and safety improve-
ments for Route 9. Similar traffic mitigation funds have been established by MDPW and
communities elsewhere in Massachusetts, including Brewster (Routes 6A, 137, 124 and
6) and Peabody.
The traffic mitigation fund should be formalized through an amendment to the "Memo-
randum of Agreement for the Mitigation of Traffic Impacts along the Route 9 Corridor ".
Management of the traffic mitigation fund could be handled either by the Route 9 CAC,
or by one of its member municipalies.
9.5 University and Five College, Inc. Recommendations
Route 9 Action #13 - Parking and Transit Policy to Reduce Single- Occupancy
Commuter Trips
The University of Massachusetts and Five Colleges, Inc. should adopt a parking policy
to discourage single - occupancy commuter trips on Route 9 and encourage use of
available transit, and car - pooling alternatives. Options which should be considered to
achieve this goal include:
• establishing a full-time transportation systems management coordinator position
• preferential parking locations for car -pool and van -pool vehicles
• education and promotion of transit use for students and staff
• encouraging bicycle commuting by providing bike paths and bike storage facilities
• provision of ride matching services
• constructing transit shelters
• restricting parking permit availability to sophomores, juniors and seniors
Route 9 Action #14 - Flexible Hours Policy for University and College Employees
The University of Massachusetts and Five Colleges, Inc. should adopt a flexible hours
policy for all staff and personnel which can work alternate hours without affecting
services. Employees should be encouraged to commute during the non -peak hours
avoiding rush hours when Route 9 experiences its worst traffic jams.
Route 9 Action #15 - Mitigate Traffic Impacts of Proposed New University
Facilities
The University of Massachusetts should undertake detailed traffic studies to determine
steps that can be taken to reduce traffic impacts on Route 9. A "trip reduction plan" such
as that recommended in Recommendation #3 should be prepared for each new project.
In particular, the University should carefully examine the scheduling of events for the
proposed new Mullin Convocation Center /Arena to avoid creating major impacts on
Route 9 rush hour traffic.
Other colleges in the Five - College system should follow similar procedures.
Land Use, Development Trends and Review / 49
10.0 STATUS OF RECOMMENDATIONS AND IMPLEMENTATION
In the period since Pioneer Valley Planning Commission first developed its "Route 9
Corridor Study Technical Memorandum on Land Use" in 1988, PVPC and the Town of
Hadley have been working to implement some of that report's preliminary recommendations.
In 1989, the Hadley Growth Management Committee and PVPC recommended the adoption
of two Route 9 traffic control measures at the Annual Town Meeting. The Town Meeting
voted to adopt a new Commercial Corridor Site Plan Approval bylaw, which included a trip
reduction ordinance. Town Meeting rejected bylaws which would have prohibited certain
high traffic- generating uses, such as gas stations and convenience stores in the Route 9 and
Route 47 corridors.
The Hadley Growth Management Committee and PVPC completed work, in late 1989, on
a package of additional zoning changes for sign and parking control, and for a new light
industrial research park zone. These changes are expected to be considered by Town Meeting
at a later date.
Northampton and Amherst's Planning Boards have also been working, in concert with PVPC,
to adopt commercial corridor zoning regulations.
The Intergovernmental MOA has been adopted by all signatures, and formally went into
effect on October 2, 1990. The Route 9 Corridor of Critical Concern Advisory Committee
has been appointed, and has been meeting monthly to undertake regional development
reviews and other business.
Table 17 summarizes the status of this report's recommendations as of July 1991.
Table 17. STATUS OF RECOMMENDATIONS AND IMPLEMENTATION
RECOMMENDATIONS
# 1 - Intergovernmental MOA ✓ of ✓ s /
# 2 - Commercial Site Plan Approval ✓ * ✓
# 3 - Trip Reduction Ordinance ✓ * ✓
# 4 - Multiple Zoning Districts
# 5 - Planned Unit Development 0 0 0
# 6 - Control Residential 0 0 0
# 7 - Update Sign, Parking, Design Zoning
# 8 - Development Phasing 0 0 0
# 9 - Comprehensive Access Control Policy
#10 - Land Acquisition 0
#11 - Traffic Mitigation Fund
#12 - Billboard Removal
#13 - Parking and Transit Policy 0
#14 - Flexible Hours Policy 0
#15 - Mitigate New Facility Impacts Q
Legend:
✓ Recommendation adopted
50 / Route 9 Corridor Study
MUNICIPALITY OR INSTITUTION
UMASS/
HADLEY AMHERST NORTHAMPTON MASS. DPW 5 COLLEGES OTHER
0
0 Work needed to adopt recommendation * Work in progress
10.0 STATUS OF RECOMMENDATIONS AND IMPLEMENTATION
In the period since Pioneer Valley Planning Commission first developed its "Route 9
Corridor Study Technical Memorandum on Land Use" in 1988, PVPC and the Town of
Hadley have been working to implement some of that report's preliminary recommen-
dations. In 1989, the Hadley Growth Management Committee and PVPC recommended
the adoption of two Route 9 traffic control measures at the Annual Town Meeting. The
Town Meeting voted to adopt a new Commercial Corridor Site Plan Approval bylaw,
which included a trip reduction ordinance. Town Meeting rejected bylaws which would
have prohibited certain high traffic- generating uses, such as gas stations and conven-
ience stores in the Route 9 and Route 47 corridors.
The Hadley Growth Management Committee and PVPC completed work, in late 1989,
on a package of additional zoning changes for sign and parking control, and for a new
light industrial research park zone. These changes are expected to be considered by
Town Meeting in 1990.
Table 17 summarizes the status of this reports recommendations as of January, 1990.
Table 17. STATUS OF RECOMMENDATIONS AND IMPLEMENTATION AS OF 1/90
MUNICIPALITY OR INSTITUTION
UMASS/
RECOMMENDATIONS HADLEY AMHERST NORTHAMPTON MASS. DPW COLLEGES OTHER
# 1 - Intergovernmental MOA
# 2 - Commercial Site Plan Approval ✓ 0 0
*3 - Trip Reduction Ordinance ✓ 0 0
*4 - Multiple Zoning Districts 0 *
# 5 - Planned Unit Development 0 0 0
# 6 - Control Residential 0 0 0
It 7 - Update Sign, Parking, Design Zoning
# 8 - Development Phasing 0 0 0
# 9 - Comprehensive Access Control Policy 0
#10 - Land Acquisition 0
#11 - Traffic Impact Fees 0
#12 - Billboard Removal
#13 - Parking and Transit Policy 0
#14 - Flexible Hours Policy 0
#15 - Mitigate New Facility Impacts 0
Legend:
✓ Recommendation adopted
0
0 Work needed to adopt recommendation * Work in progess
Land Use, Development Trends and Review / 51