FINALSECTION 4(f) STATEMENT

ANDSECTION 106 PRELIMINARY

CASE REPORT

7

REPLACEMENT OF THE

BERKELEY BRIDGE

AND THE

MARTIN STREET CANAL BRIDGELINCOLN AND CUMBERLAND, RHODE ISLAND

STATE OF RHODE ISLANDDEPARTMENT OF TRANSPORTATION

DIVISION OF PUBLIC WORKS

FEDERAL AID PROJECT NO. BRM-J012(001)

GORDON R. ARCHIBALD INC.

PROFESSIONAL ENGINEERS

PAWTUCKET, R.I.

FEBRUARY. 1088

FINAT,

SECTION 4(f) STATEMENT

AND

SECTION 106 PRELIMINARY

CASE REPORT

REPLACEMENT OF THE. BERKELEY BRIDGE (NO. 769)

AND THE

MARTIN STREET CANAL BRIDGE (NO. 774)

IN

LINCOLN AND CUMBERLAND, RHODE ISLAND

FEDERAL HIGHWAY ADMINISTRATION

RHODE ISLAND DEPARTMENT OF TRANSPORTATION

FEDERAL- AID PROJECT NO. BRM-J012( 001 )

SUBMITTED PURSUANT TO

49 U.S.C. 303; 16 U.S.C. 470(f);

Date J. Gil Director RIDOTJ

- V- E7 Date Jordon G. 'Hoxie ' /

Div. Administrator FHWA

U.S. Department of Transportation Federal Highway Administration

Section 4(f) Determination

Replacement of Berkeley Bridge and Martin Street Bridge Over the

Blackstone River and Canal Lincoln-Cumberland, Rhode Island Federal-aid Project BRM-J012(001)

Pursuantto 49 USC 303

It has been determined that there 1s no feasible and prudent alternative to the use of land from the Paul Ronci Memorial Park for a proposed Federal-aid highway project. The proposed action Includes all possible planning to minimize harm to the Section 4(f) property resulting from the use of such land.

This determination follows consideration of all the Information contained in the "Final Section 4(f) Statement/Section 106 Preliminary Case Report" dated February 1988 for the subject project. The report provides detailed information about the project, the use of Section 4(f) lands, alternatives to avoid the use of such land, coordination with other involved agencies, and proposed plans to minimize harm. The information from the report is hereby incorporated Into this determination.

Approved:

Date: March 23, 1988

FINAL

SECTION 4(f) STATEMENT

AND

SECTION 106 PRELIMINARY CASE REPORT

REPLACEMENT OF THE BERKELEY BRIDGE AND THE

MARTIN STREET CANAL BRIDGE

LINCOLN AND CUMBERLAND, RHODE ISLAND

TABLE OF CONTENTS

PART NO. PAGE NO.

I. CLARIFICATION OF TERMS

A. Introduction 1 B. The Blackstone Canal 1 C. The Blackstone River Park 2 D. The Paul Ronci Memorial Park 3 E. Meaning of Terms 5

II. PURPOSE

A. Combined Document 6 B. Section 4(f) Statement 6 C. Section 106 Preliminary Case Report 7

III. DESCRIPTION OF PROPOSED ACTION

A. Location 9 B. Project History 9 C. The Public Highway 10 D. Alternative Solutions 16 E. Evaluation of Alternative Solutions 16 F. Comparison of Replacement Alternatives 26 G. Conclusion of "Supporting Documentation"

Report 28 H. Recommended Replacement Alternative 28

back and forth along the Canal. According to the R.I. Historical

Preservation Commission, this tow path forms the foundation of

the present utility maintenance road that runs along the canal

embankment.

The hydraulic drop between Worcester and Providence is

about 450 feet. Consequently, granite-walled lock structures

were constructed at critical points along the Canal to lift and

lower the barges.

It happens that the section of the Blackstone Canal that

still retains many of its original features is located between

Front Street in Lonsdale and the Ashton Dam, a distance of some

four miles. (See PLATE II.) The Ashton Dam is located just south

of the bridge that carries Interstate Route 1-295 over the Black­

stone River. The bridge replacement project which is the subject

of this report is located one mile downstream of the Ashton Dam.

C. The Blackstone River Park. The Rhode Island Department

of Environmental Management is now in the planning stages of the

proposed Blackstone River Park. .The park will descend along the

Branch River in Slatersville to the Blackstone River. It will

pass through Woonsocket and then proceed downstream through

Manville and Albion to Ashton where the river and the watered

portion of the Blackstone Canal parallel each other as far as

the Lonsdale Mill complex in Lincoln. From this point the main

stream of the park will descend the Blackstone River to the falls

in downtown Pawtucket, just south of Slater's Mill. The park

will feature several small passive recreation areas at various

locations along the river, all connected by hiking trails,

bicycle paths, and bridal paths. "Put-in" and "take-out"

facilities for canoeing will be provided along with portages at

selected locations.

One such bikepath is presently in the planning stages

within the R.I. Department of Transportation. The Blackstone

River Bikeway [F.A.P. No. MBW-6666(005)] has been described in a

report entitled Blackstone River Bikeway Planning Study and Pre­

liminary Design Final Report, December, 1987. The projected

route through the area of the Berkeley and Martin Street Bridges

project follows the existing utility maintenance road that runs

along the canal embankment.

D. The Paul Ronci Memorial Park is a term used repeatedly in

subsequent portions of this report. It is also a term that has

two connotations.

From an historical viewpoint, the Paul Ronci Memorial

Park is an existing riverfront park owned and operated by the

Rhode Island Department of Environmental Management. It consists

of the Blackstone Canal, itself, .and a fifteen foot wide, strip

along both banks of the Canal. It extends from Front Street in

Lonsdale north to the Ashton Dam, a distance of approximately

four miles. These limits are identical to those which describe

that portion of the old Blackstone .Canal that still retains many

of its original features. The area of the Paul Ronci Memorial

Park is approximately 40 acres. The boundary of the Paul Ronci

Memorial Park within the area of this project is highlighted in

"yellow" on PLATE III of this report.

The Paul Ronci Memorial Park is a passive recreational

area. In the words of a senior planning official, it is "a place

where people walk." At present there is no bicycle use, and

pedestrian use is light and sporadic. The proposed bridge

replacement project will in no way inhibit the park's present use

by occasional pedestrians. Additional discussion may be found on

pages 31 and 33 of this report. At some future date, however,

the existing Paul Ronci Memorial Park will be completely

incorporated into the much larger Blackstone River Park described

in Para. C, above.

The second connotation of the "Paul Ronci Memorial Park"

is that it constitutes the northern segment of the Blackstone

Canal Historic District. This archeological property was entered

in the National Register of Historic Places on December 18, 1970.

APPENDIX "A" contains the following information regarding the

status of the Paul Ronci Memorial Park as a National Register

property:

Exhibit 1

The Nomination Forms prepared by the R.I. Historical Preservation Commission on October 2, 1970.

Exhibit 2

The December 18, 1970 letter from the U.S. Department of the interior advising the State Historic Preservation Officer that the Paul Ronci Memorial Park had been entered in the National Register of Historic Places.

Exhibit 3

The actual entry for the Paul Ronci Memorial Park as it appears in the National Register of Historic Places publication.

There is also a southern segment of the Blackstone Canal

Historic District. It extends from Front Street in Lonsdale,

Lincoln, southerly to Promenade and Steeple Streets in

Providence. This section was nominated by the Rhode Island

Historical Preservation Commission for inclusion in the National

Register of Historic Places on July 28, 1970.

E. Meaning of Terms. Depending on the context in which it

appears the phrase "Paul Ronci Memorial Park" will mean either;

o An existing riverfront park located in the Town of Lincoln

or;

o The northern segment of the Blackstone Canal Historic District; an archeological property listed in the National Register of Historic Places.

II. PURPOSE

A. Combined Document. This report combines a Section 4(f)

Statement with a Section 106 Preliminary Case Report and

Memorandum of Agreement. The regulations for Section 106 of the

National Historic Preservation Act of 1966 and those for Section

4(f) of the Department of Transportation Act of 1966 overlap to

the extent that a joint presentation is warranted. The objec­

tives of the Section 4(f) Evaluation and the Section 106 Case

Report are discussed separately below. The executed Memorandum

of Agreement appears in Appendix "C".

Both sets of regulations require a description of the pro­

ject, a description of sites included on the National Register of

Historic Places, identification of mitigation measures and a

discussion of coordination activities. The two sets of regula­

tions differ in the description and interpretation of use or

effects to the cultural resource under consideration.

B. Section 4(f) Statement. Section 4(f) of the Department

of Transportation Act of 1966 was enacted by Congress for the

purpose of preserving the Nation's natural beauty and cultural

heritage. Public Law 89-670 outlines Section 4(f) as follows:

The Secretary shall cooperate and consult with

the Secretaries of the Interior, Housing and

Urban Development, and Agriculture, and with

the States in developing transportation plans

and programs that include measures to maintain

or enhance the natural beauty of the lands

traversed. After the effective date of this

Act, the Secretary shall not approve any pro­

gram or project which requires the use of any

land from a public park, recreation area,

wildlife and waterfowl refuge, or historic

site unless (1) there is no feasible or pru­

dent alternative to the use of such land, and

(2) such program includes all possible plan­

ning to minimize harm to such park,

recreational area, wildlife and waterfowl

refuge, or historic site resulting from such

use.

The proposed bridge replacement project will require lands

presently used as a riverfront park by the Rhode Island

Department of Environmental Management (RIDEM), i.e., the "Paul

Ronci Memorial Park." The project will also affect the northern

segment of the Blackstone Canal Historic District, again, the

"Paul Ronci Memorial Park." It is the purpose of this report to

present evidence and documentation that the Section 4(f)

requirements have been satisfied.

C. Section 106 Preliminary Case Report. Section 106 of the

National Historic Preservation Act requires that federal agencies

with direct or indirect jurisdiction over a federally funded

undertaking afford the Advisory Council on Historic Preservation

a reasonable opportunity for comment on those undertakings that

affect properties on, or eligible for inclusion on, the National

Register of Historic Places, and to take those comments into

account. This should occur prior to the agency's approval of any

such undertaking. This Preliminary Case Report and draft

Memorandum of Agreement will provide such opportunity pursuant to

Title 36 CFR Part 800.

The Federal Highway Administration (FHWA), in consultation

with the R.I. Department of Transportation (RIDOT) and the R.I.

Historical Preservation Commission (RIHPC), has determined that

the proposed undertaking will have an "adverse effect" on the

northern segment of the Blackstone Canal Historic District.

Accordingly, the Federal Highway Administration, the Rhode

Island Department of Transportation and the Rhode Island

Historical Preservation Commission, in consultation, have

determined that the project requires consideration under Section

106 of the National Historic Preservation Act.

III. DESCRIPTION OF PROPOSED ACTION.

A. Location. The Berkeley Bridge and the Martin Street

Canal Bridge are located on the Blackstone River in the northeast

corner of Rhode Island approximately seven miles north of

Providence. The bridges connect the Towns of Lincoln and

Cumberland. (PLATE I.) On the U.S.G.S. Topographic Maps, the

project is located on the Pawtucket, Rhode Island Quadrangle.

(PLATE II).

B. Project History. The Federal-Aid Highway Act of 1970

requires the systematic evaluation and subsequent replacement of

old, worn out, damaged and substandard highway bridges throughout

the United States. The Rhode Island Department of Transportation

has surveyed the highway bridges within its jurisdiction and has

prepared a priority list of those structures which should be

replaced in the near future. The two span Berkeley Bridge (No.

769) over the Blackstone River and the single span Martin Street

Canal Bridge (No. 774) have been determined to be both

functionally obsolete and structurally deficient. Accordingly,

they both have been designated for early replacement. The

determination of obsolescence and deficiency is addressed in

particular detail in Para. C, "The Public Highway", of this

chapter.

Categorical Exclusion. On March 27, 1986 the FHWA accepted

the Department's request that this project be designated as a

Categorical Exclusion. The basis for this action was the

determination that the effects of the feasible bridge replacement

options on the total environment were either insignificant or

non-existent. Paragraphs E, and F of Part III present a

complete discussion of this subject.

FAST Program. On September 18, 1986, the Department

requested that this project be incorporated into the FAST Program

in order to accelerate its design and implementation. The

Department stated that the project enjoyed a high level of public

support and a low level of controversy. Early coordination in

accordance with Section 106 of the National Historic Preservation

Act of 1966 with the R.I. Historic Preservation Commission

resulted in a project finding of adverse effect on the Blackstone

Canal Historic District. However, the Commission has agreed with

the Department on measures designed to mitigate the adverse

effect. With respect to archeological resources, a Phase I

Survey has been completed. That survey did not identify any

archeological resources other than the Blackstone Canal itself.

Given the above, the Department indicated in their request

that the project would be significantly expedited by placing it

in the FAST Program since the design of the project could proceed

concurrently with the processing of the appropriate Section 106

and 4(f) documentation. On October 15, 1986 the FHWA approved

the request that the project be placed on the FAST Program.

Final design is now proceeding.

C. The Public Highway.

Classification. The project area is contained within

the Providence-Warwick-Pawtucket Urbanized Area as defined in

Technical Page 100, Highway Functional Classification System for

10

the State of Rhode Island 1995-2005, published by the Rhode

Island Statewide Planning Program. In reference to that same

document, the project roadway is functionally classified as an

Urban Collector Street.

The Bridges. The Berkeley Bridge (No. 769) is a two-

span arrangement with a pier located at midstream of the

Blackstone River. Originally both spans were timber bow string

trusses, each approximately 80 feet in length. Several years ago

the Department replaced the easterly truss with a steel girder,

composite concrete deck highway bridge. The westerly timber

truss has remained in service to the present day. Visual

inspection and a review of the Department's Bridge Inspection

Reports revealed the following:

1. The eighteen foot roadway width is inadequate for two-way vehicular traffic according to current AASHTO standards.

2. The timber bridge rail fails to meet current structural and geometric standards of AASHTO.

3. The timber deck and curbing show evidence of rot.

4. The top timber truss chords (compression members) at the southeast and northwest portals are badly shaked. The bottom chord of the south truss is bent. The inspector noted that these "ITEMS INDICATE THAT THE BRIDGE IS IN A MODE OF FAILURE".

5. Minor damage to the substructure was noted due to concrete spalling, erosion and scour.

6. Load Rating: The bridge is posted for 3 tons. A sign nearby reads, "CLOSED TO TRUCK TRAFFIC".

The Martin Street Canal Bridge (No. 774) is a gerry­

built arrangement of previously used steel plate girders with

precast concrete planks placed diagonally across the top flanges.

11

Timber curbing and light angle-iron bridge rail are provided.

Visual inspection and a review of the Department's Bridge

Inspection Report revealed the following:

1. The eighteen-foot roadway is inadequate.

2. The angle-iron bridge rail, together with its connection to the plate girders, fails to meet structural standards of AASHTO.

3. The wearing surface is severely cracked.

4. Bridge bearings show heavy rusting.

5. Plate girders show heavy rusting on bottom flanges and at bottom of webs at the bearings.

6. Both abutments exhibit severe spalling at bases; cavities are approximately 8-feet long; 6-inches deep; and 6-inches high.

7. Severe embankment erosion is evident at the abutments.

8. Load Rating: The bridge is posted for 3 tons.

The Roadways

Lincoln. The roadway approach in Lincoln, to the west

of the Canal, has some rather extreme horizontal and vertical

geometry. Martin Street descends from its intersection with

Lower River Road at grades ranging up to 6 percent. As it

approaches the canal, the alignment follows a horizontal curve

with approximately a 200-foot radius and no superelevation. The

pavement width averages about 20 feet. These roadways, and, more

specifically, the intersection of these roadways, are illustrated

on the following page. They may be described as the intersection

of two "S-curves". Lower River Road comprises the north-south leg

of the intersection and follows the less severe of the two com­

pound reverse curves. Cullen Hill Road, and its extension to

the river, Martin Street, is the steeper and more severe of the

12

\ \

BLACKSTONE CANAL

^-EXISTING GRAVEL ROAD

BLACKSTONE RIVER

EXISTING ROADWAY APPROACHES

IN LINCOLN

13

S-curves. The tangent of Martin Street as it approaches the

intersection and the tangent of the southerly leg of Lower River

Road form an acute angle of approximately 9-degrees. More­

over, the tangents of the southerly leg and the northerly leg of

Lower River Road are virtually parallel. This geometry, combined

with the indicated steep grades of three of the four legs of the

intersection, produce a highly irregular and potentially

dangerous configuration.

A review of the above-described approach roadways in Lincoln

with respect to both the American Association of State Highway &

Transportation Officials' (AASHTO) Policy on Geometric Design of

Highways and Streets and local subdivision standards indicates

the existence of the following problems:

1. Intersection Angle. The 9-degree acute angle between the tangent of Martin Street and the tangent of the southerly leg of Lower River Road clearly does not meet AASHTO's recommended minimum of 60-degrees.

2. Intersection Sight Distance. The stopping sight distance for westbound Martin Street/Cullen Hill Road with respect to northbound Lower River Road does not meet AASHTO's criteria.

3. Turning Radius. For the movement northbound Lower River Road to eastbound Martin Street, the turning radius is inadequate for any vehicle other than a passenger vehicle. Since Martin Street is classified as an Urban Collector Street, turning radii should accomodate at least a single unit vehicle.

4. Radius of Martin Street. The 200-foot radius of Martin Street does not meet AASHTO criteria for the 30 mph design speed.

5. Sharp Curve/Descending Grade. From the intersection with Lower River Road, Martin Street descends along its 200 foot radius, with no superelevation, at grades approaching 6%. This unsafe condition runs counter to AASHTO's caveat to avoid sharp horizontal curves on steep downgrades.

14

6. Pavement Width. As noted above, the average pavement width along Martin Street averages about 20 feet. This width is significantly less than the 30 feet recommended by local subdivision standards.

Across the River and Canal. The roadway alignment across

the Blackstone River and Canal consists of an unremarkable pair

of tangents that intersect at a deflection angle of approximately

9-degrees. The profile of Martin Street in this area is nearly

level, varying only four to five tenths of a foot (above Elev.

79.0) along the entire crossing.

On the bridges, the roadway width is 18 feet. Between the

bridges, the roadway crosses at-grade with the canal embankment.

The Blackstone Valley Electric Company (BVE) maintains a service

road which runs north/south along this embankment between the

canal and the river.

Cumberland. The roadway alignment along the Cumberland

approach consists of two tangents that intersect at a deflection

angle of approximately 10-degrees. There is one short section

(about 100 feet) adjacent to the river bridge where the grade is

about 6.6 percent. The remainder of this roadway approach has

good horizontal and vertical alignment. The roadway width in

Cumberland varies from 20 to 24 feet.

Summary of Condition. The preceeding paragraphs present

a detailed and explicit description of the present condition of

this river crossing and its highway approaches. Both the

Berkeley Bridge and the Martin Street Canal Bridge are shown to

have inadequate width, substandard bridge railing, and major

structural problems. Chief among the latter is the deteriorating

condition of the top and bottom chords of the westerly trusses of

15

the Berkeley Bridge. The most recent bridge inspection report

indicates that this deterioration has placed the bridge "IN A

MODE OF FAILURE". Both bridges are posted for a maximum load of

3 tons; which posting constitutes a severe restriction to

vehicular travel.

The highway approach in Lincoln from Lower River Road is shown

to possess severe and substantial constraints in terms of

geometry, grade, sight distance, turning radii and centerline

radius.

The above summary clearly demonstrates that the existing

Berkeley-Martin Street Bridge, along with its highway approach in

Lincoln, comprises a substandard, out-dated, and severely

deteriorating transportation facility. It represents, therefore,

a present and future hazard to safe vehicular transportation.

D. Alternative Solutions. The intent of this

Federally-assisted undertaking is to replace the existing two-

span Berkeley Bridge and the single span Martin Street Canal

Bridge with new structures. In this regard, the following three

alternatives have been considered:

1. No-Build Alternative

2. Existing Alignment Alternative

3. New Alignment Alternative

E. Evaluation of Alternative Solutions.

1. No-Build Alternative. This alternative implies

periodic routine maintenance for the two existing bridges and

approach roadways. No provision of improvements of a substantive

nature is contemplated.

16

However, routine maintenance cannot resolve the fact that

the two bridges are too narrow with respect to both pavement and

sidewalk width. Neither can routine maintenance remedy the

structural deficiency of the Martin Street Canal Bridge and the

old timber truss portion of the Berkeley Bridge. Both bridges

have substandard and, therefore, unsafe bridge rail details.

Routine maintenance cannot alter the fact that both bridges are

posted for the severly restrictive 3 ton load limitation. Con­

sequently, adoption of this alternative would only allow the

existing problems with these bridges to perpetuate without

addressing in any meaningful way the solutions to these problems.

Likewise, with respect to the highway approach in Lincoln,

and including the intersection of Martin Street/Cullen Hill Road

with Lower River Road, routine maintenance could not address any

of the vexing problems noted above that are associated with

geometry, turning radius, sight distance, centerline radius and

steep grades. All these problems would remain indefinitely

unresolved. For the reasons noted above, the "no-build" alterna­

tive is not considered to be a feasible approach for resolving

the multiple and serious problems associated with this crossing

of the Blackstone River.

2. Prior Evaluation of Replacement Alternatives. During

the winter of 1985-86 the Department conducted detailed evalu­

ation of the two replacement alternatives with respect to social,

economic, engineering, and natural environmental considerations.

On March 11, 1986 the Department submitted a report to the FHWA

entitled, "Supporting Documentation for a Categorical Exclusion

Determination." This report addressed the following:

17

Social Impacts.

o Displacement of families or businesses.

o Effects on community cohesion.

o Accessibility of facilities and services.

Economic Impacts.

o Removal of property from municipal tax rolls.

o Employment, income and business activity.

o Residential activity.

o Effects on property taxes.

o Regional and community plans.

Natural Environment

o Vegetation,

o Fish and wildlife,

o Wetlands,

o Water quality.

Engineering Considerations.

o Cost estimates; construction and right-of-way,

o Traffic service.

Horizontal and vertical geometries,

o Bridge configurations.

The evaluation of each of the replacement alternatives with

respect to the above factors will be summarized in the following

paragraphs.

3. Existing Alignment Alternative. The concept of this

18

alternative is to replace the bridges in essentially their

existing location while improving the highway approaches to more

closely approach minimum AASHTO criteria. Existing at-grade

access to the BVE maintenance road will be maintained between the

two bridges.

Vertically, the design profile contains a 5.5 percent grade

as it descends from Lower River Road toward the canal, and a

short section of descending 5 percent grade to the east of the

river.

This alternative provides for two new bridges. The new

Berkeley Bridge would consist of two spans, each approximately 75

feet in length. The center pier of this arrangement would be

located in the middle of the Blackstone River. The new Martin

Street Bridge would be a single span of approximately 65 feet in

length. It would be located along a horizontal curve having a

280 foot radius. The thickness of the pavement surface would

vary to achieve transition into and out of superelevation.

Access to the canal embankment would be provided in the same

manner as presently exists.

Social Impacts. This alternative is not expected to have

any long-term effect. There will be no residential or commercial

property displacements. There will be no community cohe­

sion impacts because the land within the project limits is

undeveloped and travel patterns will not be changed in any way.

Finally, there are no public facilities in the vicinity of the

project whose access will be affected.

The only negative, short-term social impact will be the

disruption of local traffic patterns during construction.

19

Traffic detours will be required. The detour route would utilize

the George Washington Highway (Route 116) river crossing located

approximately three-quarters of a mile north of the Berkeley

crossing. Since the river forms the Town line, this detour would

not affect municipal services such as school bus transportation

or fire and police protection.

Economic Impacts. With respect to economic impacts, the

improvement of the horizontal alignment in Lincoln will require

some right-of-way acquisition. However, the extent of this

acquisition is very limited, and it is not expected that property

taxes will be affected to any significant extent.

This alternative is not expected to have any significant

effect on any of the other economic factors listed on Page 18 of

this report. Region-wide impacts on employment, business

activity, residential activity, or property taxes are not

expected to occur because of both the relatively limited scope of

this project . and the fact that travel patterns will not be

affected in any way. Finally, since land within the project

limits consists of flood plain and is, therefore, undevelopable,

there will be no impacts to future local development.

Environmental Impacts. An environmental review was

conducted for this Existing Alignment Alternative by the consul­

tant firm, Ecological Associates, Inc. Observations made during

that review are reported below.

Vegetation. The vegetation in the project area consists

of mixed hardwoods and is typical of the vegetation all along the

river. The Existing Alignment Alternative would remove approxi­

20

mately 5/8ths of an acre of vegetation, primarily from the

forested area along the side of the existing roadway. Approxi­

mately 90-percent of this area will be reseeded under this

option.

The field review revealed no unique or unusual plant

species that would be affected.

Fish and Wildlife. There is little concern regarding

potential effects on fish life because of the fact that the

Blackstone River is not a high quality fish habitat. This alter­

native should not result in significant impacts in this category.

The wildlife habitat affected by the Existing Alignment

Alternative will be limited to side-of-road areas. Impacts are

expected to be negligible.

Wetlands. Technically, the river itself along with the

land within 200 feet on either side are considered wetlands and

are protected under the Rhode Island Freshwater Wetlands Act.

The field review revealed no other wetlands in the project area,

such as swamps, bogs, etc. A formal permit application will have

to be submitted to the Rhode Island Department of Environmental

Management (RIDEM) under this alternative. However, no unusual

or significant problems are anticipated in this regard. This

alternative would also require a Section 404 permit from the Army

Corps of Engineers since some filling within the 100-year flood

plain is required. The required flood plain compensation would

be provided.

Water Quality. This alternative should not have any

long-term effect on the water quality of the river when compared

to present conditions. This is due to the fact that there will

21

still be only one, 2-lane roadway crossing the river in either

case. The major water quality concern has to do with temporary

construction impacts. Proper erosion control techniques applied

prior to and during construction operations will prevent any

significant degradation of the river water quality.

Cultural Impact. The Existing Alignment Alternative uses a

total of 2,600 square feet (0.06th acre) of the Canal shoreline

within the Paul Ronci Memorial Park. This use is necessitated by

the increased width of the bridge cross section and the increase

in the centerline radius of Martin Street, west of the Canal, to

280 feet. This is 0.15% of the total park acreage.

Engineering Considerations.

Traffic Service. The typical cross section for the

Existing Alignment Alternative is adequate for the design year

(2005) traffic projection of 2500 vehicles per day. The main

problem with this alternative from the standpoint of traffic

service is the intersection of Martin Street/Cullen Hill Road

with Lower River Road on the Lincoln side of the river. On pages

12 and 14 of this report the problems associated with this

intersection are set forth in some detail. These problems

certainly suggest the potential for future accidents even though

statewide accident statistics for 1979-1983 indicate no recorded

accidents at this location for the five-year period studied.

Under this alternative only minor improvements can be

implemented at this difficult intersection. Thus, the existing

adverse and unsafe conditions will remain indefinitely.

Cost Estimates. Estimates for the Existing Alignment

22

Alternative were prepared for both construction and right-of-way

acquisition costs. The total area to be acquired from the Town

of Lincoln and private interests for this alternative is approxi­

mately O.5 acre. The construction costs are based on the latest

RIDOT Weighted Average Prices. The ROW acquistion costs are

based on an average value of $15,000 per acre for the undeveloped

land in the industrial zone, and $1.00 per square foot for

residential properties. No structures are involved. The cost

estimate for the Existing Alignment Alternative follows:

Construction

o Highway: $ 165,000

o Bridge: 950,000

o Subtotal: 1,115,000

Right-of-Way

o Land Acquisition: 7,600

Total: $1,122,600

4. New Alignment Alternative. The intent of this alterna­

tive is to replace the bridges on a new alignment that substan­

tially improves its horizontal geometry and profile. A signifi­

cant advantage of this alternative is that it permits the

improvement of the Martin Street, Lower River Road, Cullen Hill

Road intersection from its current difficult configuration to a

standard, four-way design.

Vertically, the terrain dictates that the new roadway

must pass over the Blackstone Canal to achieve acceptable grades.

Under that concept, the design profile includes a 0.6 percent

23

grade to the west of the canal and a 4.8 percent grade east of

the river.

This alternative would provide one bridge of approximately

360 feet in length. The bridge would consist of two equal

continuous spans, with a center pier located near the west bank

of the river, just off the embankment that forms the Blackstone

Canal.

Early coordination with the Blackstone Valley Electric

Company and the Town of Lincoln Department of Public Works

(DPW) indicated the necessity of maintaining access to the canal

embankment through the Martin Street Bridge. The BVE maintains

power lines along this area and the Town's DPW requires access

after periods of high river flow for maintenance and clean-up

purposes.

To accommodate these requirements for vehicular access to

the canal embankment, this alternative includes the retention and

modification of the existing Martin Street Bridge along with its

westerly approach from Lower River Road. The Berkeley Bridge

will be removed, and its easterly approach will be returned to a

natural setting.

In order to provide the necessary vertical clearance for

vehicles under the new bridge, this alternative includes the

construction of a short section of access road along the lower

elevations of the canal embankment.

Social Impacts. Like the Existing Alignment Alternative,

the New Alignment Alternative is not expected to have any long­

term social effects. However, there is an advantage for this

option in that the existing bridges and approaches may continue

24

to serve local traffic during construction operations. Thus, the

short-terra negative impact of disruption of traffic would be

eliminated.

Economic Impact. The New Alignment Alternative would

require limited right-of-way acquistion. Thus, removal of a

small amount of property from the tax rolls would take place.

Three properties in Lincoln and one property in Cumberland are

affected. The tax loss to Cumberland has been estimated at $244.

The three properties in Lincoln are currently tax exempt so there

would be no loss of taxes in that town.

With respect to the other categories of economic impact

listed on Page 18 of this report, this alternative, like the

initial option, is not expected to have any significant effect.

Environmental Impact. Environmental concerns were reviewed

for the New Alignment Alternative on the same basis as that

discussed above for the Existing Alignment Alternative. The

results of this review were virtually the same, i.e., the impact

of this option on the natural environment is extremely limited to

the point where it may be considered insignificant.

Cultural Impact. The New Alignment Alternative uses a

total of 2,900 square feet (0.0.7th acre) of the Canal's westerly

shoreline within the Paul Ronci Memorial Park. This use is

necessitated by the presence of the new West Abutment and its

associated embankment. (See PLATE III). This is 0.17% of the

total park acreage.

Engineering Consideration.

Traffic Service. Like the first option considered, this

25

alternative provides a roadway cross section that is adequate for

the projected year 2005 traffic volumes. However, there is one

positive advantage to this option and it concerns the present

intersection of Lower River Road, Cullen Hill Road and Martin

Street. As indicated earlier in this discussion, this particular

intersection is highly unusual and difficult to negotiate. Under

this alternative it will be possible to re-align the local

roadways such that a conventional 4-way intersection may be

provided.

Cost Estimates. Estimates were prepared for the New

Alignment Alternative on the same basis as they were compiled for

the initial option. The total area to be acquired from the Town

of Lincoln and private interests is approximately 1.1 acres.

These estimates follow:

Construction.

o Highway: $ 195,000

o Bridge: 1,340,000

o Subtotal: 1,535,000

Right-of-Way.

o Land Acquisition: 16,500

Total: $1,551,500

F. Comparison of the Replacement Alternatives. The

following table presents a comparison of relevent factors for

each of the replacement alternatives.

26

Existing Alignment New Alignment Factors Alternative Alternative

Social Impact

Short Term Significant Insignificant Long Term None None

Economic Impact

Land Acquisition 0.5 Acre 1.1 Acre Tax Loss Negligible $ 224

Environmental Impact (Natural) Insignificant Insignificant

Cultural Impact

Archeological None None Use of 4(f) Land 0.06 Acre 0.07 Acre

Engineering

Traffic/Main Alignment Satisfactory Satisfactory Traffic/Lincoln Approach Problems remain Problems resolved

Cost Estimate $ 1,122,600. $ 1,551,500.

From the above comparisons it is clear that there is

virtually no difference between the replacement alternatives in

the areas of Economic, Environmental, and Cultural Impacts.

There is a single advantage associated with the Existing

Alignment Alternative and that is an indicated savings of

approximately $430,000 in estimated construction costs.

There are two advantages associated with the New Alignment

Alternative. The first is the absence of any disruption to local

traffic during construction operations. The second, and more

important advantage, is the complete resolution of the multiple

problems that exist at the intersection of Martin Street/Cullen

Hill Road with Lower River Road.

27

G. Conclusion of the "Supporting Documentation" Report.

Based upon the information developed in the "Supporting Documen­

tation" report, together with the comparisons presented above, it

was concluded that the total environmental effect of either the

Existing Alignment Alternative or the New Alignment Alternative

was either insignificant or non-existent. Furthermore, it con­

cluded that neither alternative warranted the filing of formal

environmental documents. Finally, based on the nature of the

alternative improvements, the "Supporting Documentation" report

recommended that this project be classified as a "Categorical

Exclusion" in accordance with FHPM 7-7-2.

H. Recommended Replacement Alternative. In their letter of

March 11, 1986 submitting the "Supporting Documentation" report

to the FHWA, the Department recommended that the New Alignment

Alternative be selected for the following reasons.

o It allows the maintenance of traffic during construction, thereby avoiding disruption of local traf.fic over a prolonged period of time.

o It permits a substantial improvement to the intersection of Martin Street, Cullen Hill Road and Lower River Road.

On March 27, 1986, in a letter to the Department, the FHWA

approved the selection of the New Alignment Alternative and

accepted the recommendation that this project be designated as a

Categorical Exclusion.

Both the letters referred to above are included in APPENDIX

"B" of this report as Exhibits 1 and 2, respectively.

For a complete graphic representation of the recommended New

Alignment Alternative, see PLATES III, IV, and V.

28

IV. IMPACT OF RECOMMENDED PLAN ON ARCHEOLOGICAL AND RECREATIONAL RESOURCES

A. The Section 106 Resource. As explained in Part I of this

report, the Paul Ronci Memorial Park constitutes the northern

segment of the Blackstone Canal Historic District. This district

contains the archeological remains of the old Blackstone Canal

and has been entered in the National Register of Historic Places.

In accordance with the Section 106 of the National Historic

Preservation Act of 1966 the proposed bridge replacement project

has been determined to adversely effect the Paul Ronci Memorial

Park. Therefore, mitigation measures must be examined.

B. The Section 4(f) Resource. The discussion in Part I

indicates that the Paul Ronci Memorial Park is a riverfront

park used as a passive recreational area. The proposed bridge

replacement project uses approximately 2,900 square feet, or

0.07th acre, of land contained in this park. This is 0.17% of the

total park land.

C. Section 106 Effects.

1. Blackstone Canal Historic District. On September 9,

1985 the RIHPC advised the Department that the proposed bridge

replacement project passes through the Blackstone Canal Historic

District and that said district is included in the National

Register of Historic Places. While noting that the existing

bridges, themselves, were not historically significant, RIHPC

advised that the replacement of the bridges with either of the

proposed alternatives would produce an adverse effect on the

29

District. The applicable criteria of adverse effect in this case

as set forth by the Advisory Council on Historic Preservation is

as follows:

"Introduction of visual, audible or atmospheric elements that are out of character with the property or alter its setting."

In this instance RIHPC believes that either;

The replacement of the bridges along their existing alignment with wider structures,

or; the replacement of the bridges with a wider structure along the proposed new alignment,

would produce a visual effect that was out of character with the

existing setting of the Blackstone Canal Historic District.

2. Archeological Considerations. A complete Phase I

archeological survey of the two alternative solutions for the

proposed replacement of the Berkeley Bridge and the Martin Street

Canal Bridge was conducted by Wilbur Smith and Associates during

the summer and autumn of 1986. Background research, walkover

survey, and subsurface investigations did not identify any pre­

historic archeological sites in the project area. Background

research and walkover survey verified the existence of the Black­

stone Canal, a National Register property, that runs north-south

through the project area. Background research indicated that no

locks or other canal-related structures are located within the

project area. Subsurface investigations did not identify any

archeological evidence of the former tow path associated with the

canal. Wilbur Smith and Associates concluded that based upon

their Phase I research, the Blackstone Canal is the only

archeological resource in the project area.

30

D. Section 4(f) Use. Following early coordination

efforts, it developed that RIDEM was not unduly concerned with

the very limited use of park land, or proposed park land, for

bridge replacement purposes. Their principal concerns were in

maintaining access to the canal embankment area through Martin

Street; in having sufficient vertical clearances under the new

bridge for bicycle traffic; and in having the embankment area,

itself, remain relatively undisturbed. These concerns were set

forth in detail by RIDEM in a September 17, 1985 memorandum to

the Department as follows:

o RIDEM recognizes the need for a new align­ment for the new bridges to correct the problem at the intersection at Martin Street and Lower River Road.

o If the New Alignment Alternative is selected, the existing Martin Street Bridge should be retained to provide access to the embankment area for hikers., horseback riders, bicyclists and occasional emergency vehicles.

o Vertical clearance from the embankment area to the underside of the new bridge must be at least 10 feet to accomodate the uses enumberated above.

o There should be no permanent excavations or embankments along the banks of either the canal or the river.

o Abutments for the new bridge should not be located in either the river or the canal, but rather should be set back a suitable distance on the banks and should be essentially parallel to the banks.

o The center pier should not be located in the canal embankment area, but rather set just off shore and be oriented essentially parallel to that shore.

o The bridge abutments and center pier should be provided surface treatment such that

31

they are as compatible as possible with the existing ambiance and historical character of the area.

Mitigation measures are discussed in the following chapter,

32

V. MITIGATION MEASURES.

A. Section 4(f) Involvement.

1. Recommended Plan. On June 4, 1986 the Department's

consultant advised RIDEM that the New Alternative had been

recommended for adoption and that the FHWA had both approved of

that recommendation and had designated the project a Categorical

Exclusion under the appropriate NEPA criteria. On June 5, 1986

RIDEM responded to the Department's consultant and noted their

continued concern with the vertical clearance as it affected the

proposed Blackstone Bikepath. RIDEM is administering the bikepath

planning project for the R.I.D.O.T. (See Part I, Section C for

description of the proposed bikepath). RIDEM requested a set of

the revised plans for review. A print of the revised plan was

transmitted to RIDEM on September 26, 1986. (See PLATE III.)

2. Response to RIDEM's Concerns. The revised plan of

improvement submitted to RIDEM on September 26, 1986 responds to

their concerns as follows:

o Access to the Embankment Area; By retaining and modifying the existing Martin Street Bridge, along with its westerly approach from Lower River Road, access to the embankment area for Blackstone River Park purposes remains essentially as it does at the present time. The only difference is that access from Cumberland must now cross the new bridge to Lower River Road rather than cross the existing Berkeley Bridge which, of course, is to be removed. Access will generally be available to the embank­ment area from Martin Street during the construction period.

o Vertical Clearances; The minimum vertical clearance between the gravel road on the canal embankment and the underside of the

33

new bridge is 9.0 feet. This is more than sufficient for hikers. By construction of a 200 foot bypass to the existing gravel road--referred on the plans as the "Bicycle/Maintenance Vehicle Route"--just east of the gravel road, a minimum vertical clearance of 13.5 feet is provided. This bypass is 12.0 feet wide, unpaved, and is supported on each side by short, stone rubble retaining walls. The 13.5 foot clearance provided is more than adequate for bicyclists, horseback riders, and the occasional emergency vehicle. It is in this area that the recommended route for the Blackstone River Bikeway [(FAP No. MBW-6666 (005) ] is planned.

o Bridge Abutments: The two bridge abutments are set back on their respective shores as requested by RIDEM. The area in front of the West Abutment (canal) will be graded and finished with natural vegetation. The area in front of the East Abutment (river) will be finished with rock rip-rap to prevent erosion. Both abutments will be oriented essentially parallel to their respective shorelines. As indicated later under Section 106 mitigation, the abutments will be provided with appropriate surface treatments and landscaping materials to produce an appearance in keeping with the natural and historic setting.

o Center Pier; The pier is not located on the canal embankment area, itself, but just off its easterly shore. The pier is oriented parallel to that shore. Canoeing will not be permitted along the westerly side of the pier because of the necessity of providing scour protection in the form of rip rap. As with the abutments, appro­priate surface treatment will be provided.

B. Section 106 Involvement.

1. Recommended Plan. On July 17, 1986 the Department's

consultant transmitted to RIHPC a revised set of plans for the

New Alignment Alternative. These plans incorporated elements

suggested during earlier coordination with RIHPC. RIHPC was

advised at that time that the Department had recommended the New

34

Alignment Alternative for the replacement of the existing

Berkeley-Martin Street Bridges. Furthermore, the RIHPC was

advised that the FHWA concurred with this recommendation and had

designated the project a Categorical Exclusion under the

appropriate NEPA criteria.

2. Mitigation. On August 25, 1986, RIHPC responded to

the Department's consultant. They noted that their basic

concerns had been addressed and suggested measures that might

satisfactorily mitigate the adverse effects on the Blackstone

Canal Historic District. (Exhibit 3, APPENDIX "B".)

Further coordination and discussions with RIHPC

resulted in the establishment of the following two measures which

will, in the judgment of the RIHPC, satisfactorily mitigate the

adverse visual effects of the bridge replacement on the

Blackstone Canal Historic District.

o Exposed surfaces of the new concrete pier and abutments shall be rusticated either by placing linear or area type in­serts inside concrete forms or by other types of surface treatment to produce an appearance which is as compatible as possi­ble with the existing setting.

o Appropriate landscaping at, or adjacent to, the new concrete pier and abutments will be provided to ameliorate the appearance of said substructure units in relation to the existing setting.

The executed Memorandum of Agreement which incorporates

the above mitigation is presented in APPENDIX "C" of this report.

35

VI. AGENCY COORDINATION.

A. Coordination with RIHPC and RIDEM. During the late

summer of 1985 the Department closely coordinated this project

with both RIHPC and RIDEM. Two working sessions were held, one

on August 28th and a second on September 19th. RIHPC was

represented at these workshops by Edward Sanderson and/or

Virginia Fitch; RIDEM was represented by Judith Benedict and/or

Patrick Gushue. RIDOT was represented by Richard Kalunian,

Richard Swanson, Anne Dowd and its consultant, Gordon R.

Archibald, Inc.

As a result of these meetings the following facts became

immediately clear:

o Both RIHPC and RIDEM recognized that both the Berkeley and Martin Street Bridges must be replaced as public transportation facilities.

o Neither RIHPC or RIDEM indicated any clear preference for either of the two replace­ment alternatives, i.e., existing alignment or new alignment, respectively.

o RIHPC indicated that the visual intrusion of the bridge replacement on the Blackstone Canal Historic District would be the same regardless of which alternative was selected.

o RIDEM's major concern was that access to the canal embankment must be provided regardless of which replacement alternative was selected. It was understood by all that if the New Alignment Alternative was selected, the existing Martin Street Bridge, together with its westerly approach, must be retained and modified to provide the desired access.

36

B. Document Distribution List. The Draft Section

4(f) Statement and Section 106 Preliminary Case Report was

distributed to the following individuals and agencies:

Mr. Bruce Blanchard Director, Office of Environmental Project Review U.S. Department of the Interior Interior Building-Room 4239 18th and C Streets, N.W. Washington, D.C. 20240

Mr. Edward F. Sanderson Executive Director Historical Preservation Commission Old State House - 150 Benefit Street Providence, RI 02903

Ms. Elizabeth Higgins Assistant Director Office of Environmental Project Review U.S. Environmental Protection Agency Region I John F. Kennedy Federal Building - Room 2203 Boston, MA 02203

Mr. Robert J. Klumpe State Conservationist U.S. Department of Agriculture Soil Conservation Service 46 Quaker Lane West Warwick, RI 02893

Mr. Daniel Varin Associate Director Office of State Planning 265 Melrose Street Providence, RI 02907

Mr. Robert Bendick Director Department of Environmental Management 83 Park Street Providence, RI 02903

Mr. Raymond Auclair Blackstone Valley Historic District 381 Blackstone Street Woonsocket, RI 02895

37

Mr. Samuel Cashman President Cumberland Preservation Society Newell Drive RFD #2 Cumberland, RI 02864

Mr. Albert Klyberg Director Rhode Island Historical Society 110 Benevolent Street Providence, RI 02903

C. Comments on the Draft Submission. The following

public agencies responded with written comments to the Draft

Section 4(f) Statement and Section 106 Preliminary Case Report

(Draft Document):

o U.S. Environmental Protection Agency; Region 1

o U.S. Department of the Interior; Office of Environmental Project Review

o R.I. Historical Preservation Commission.

o R.I. Department of Environmental Management; Environmental Coordination

A summary of each of the above responses, together with

an appropriate comment, follows:

Environmental Protection Agency. The EPA noted that the

Section 4(f) and Section 106 issues identified in the draft

document were outside of their jurisdiction. Accordingly, EPA

indicated they would have no comments on the draft report.

Comment: None required.

U.S. Department of the Interior. The Office of

Environmental Project Review concurs that there is no feasible

38

and prudent alternative to the proposed use of land within the

Paul Ronci Memorial Park for the planned bridge replacement;

agrees with the selection of the recommended plan; and concurs

that the proposed mitigation measures are appropriate. They

recommend, that the mitigation also include the conversion of the

existing right-of-way to park use.

Comment. The existing right-of-way of the Lincoln

approach has, in effect, already been designated for park use by

the decision to retain the Martin Street Bridge. The bridge and

its approach will allow access by bikers to the proposed Black­

stone Bikeway while at the same time continuing to allow access

by public utility vehicles to the canal embankment.

R.I. Historical Preservation Commission. RIHPC offered

two clarifications of historical and geographical fact, both of

which have been incorporated into the final document. RIHPC

reiterated the fact that the proposed mitigation for adverse

visual impact is sufficient. They conclude by emphasizing the

importance that masonry and/or rusticated surfaces should

harmonize with the existing character of the site.

Comment. None required. Mitigation measures are

enumerated in the executed Memorandum of Agreement which appears

in Appendix "C".

R.I. Department of Environmental Management. RIDEM

restates their concerns regarding the location of abutments and

piers, maintenance of access to the towpath from Lincoln,

vertical clearance under the new bridge for hikers, bikers, and

39

equestrians, and the visual impact of the alterations to the

area. RIDEM acknowledges that RIDOT has responded to these major

concerns, but presents a list of six items on which it requests

additional information on design details. RIDEM also requests

clarification as to which side of the proposed center pier

canoeing will be permitted.

Comment. The R.I. Department of Transportation will

incorporate as many of the design details requested by RIDEM as

it can given applicable design and funding constraints. The

Department will also submit a set of the 30% complete design

plans to RIDEM for their review and comment. Finally, the

confusion as to which side of the center pier canoeing will be

permitted has been clarified on page 34 of this report.

Each of the above four responses are presented in

APPENDIX "D" of this report.

40

VII. CONCLUSION

This report presents three alternatives for replacing the

Berkeley and Martin Street Bridges and improving the safety and

quality of the approach roadways. Of the three alternatives

studied, the New Alignment Alternative (as opposed to the No-

Build or Existing Alignment Alternatives) is recommended for best

achieving the objectives of this project and addressing the

concerns of the local community. This report has identified the

Section 4(f) resource, the Paul Ronci Memorial Park, and has

discussed all possible measures to minimize harm to that

property. The avoidance alternatives investigated and the miti­

gation measures proposed have been discussed in detail.

The New Alignment Alternative is the only prudent and

feasible alternative for replacing the existing bridges. All

other alternatives have unique problems of extraordinary

magnitude that render them imprudent and unfeasible. The No-

Build Alternative does not,accomplish the project objective to

replace the bridge structures. Furthermore, it would allow

seriously deficient structures to remain in service. This alter­

native would also leave the unsafe geometry of the Lincoln

approach road and its intersection with Lower River Road

uncorrected. Ultimately, the bridges would have to be closed.

Both the Existing Alignment Alternative and the New Alignment

Alternative would replace the deficient bridge structures. The

impact of each of these alternatives on the Section 4(f) resource

is virtually the same (0.06 and 0.07 acre for the Existing Align­

ment and New Alignment Alteratives, respectively) and is

41

negligible when compared to the 40-acre area of the Paul Ronci

Memorial Park. The Existing Alignment Alternative would, however,

allow the unsafe intersection and approach roadway in Lincoln to

remain indefinitely, whereas the New Alignment Alternative would

correct these conditions in line with current design standards.

42

PROJECT AREA

PROJECT LOCATION MAP BERKELEY & MARTIN STREET BRIDGES

LINCOLN & CUMBERLAND, R.I.

PLATE I

REPLACEMENT OF THE BERKELEY AND MARTIN ST. CANAL BRIDGES

BLACKSTONE RIVER LINCOLN & CUMBERLAND, R.I.

SHADED AREA PAUL RONCI MEMORIAL PARK VICINITY MAP

PLATEnr

APPENDIX "A"

MATERIALS RELATED TO THE NATIONAL REGISTER STATUS OF THE PAUL RONCI MEMORIAL PARK AS THE NORTHERN SEGMENT OF THE BLACKSTONE CANAL HISTORIC DISTRICT

S T A T E­s/m 10-300 UNITED S T A T E S D E P A R T M E N T OF THE INTERIOR

,D»c. 1968) NATIONAL PARK SERVICE Rhode Island C O UN T V

NAT IONAL R E G I S T E R OF HISTORIC P L A C E S Providence I N V E N T O R Y - NOMINATION FORM FOR NFS USE ONLY

r N r n •> NuMtir

(Type all entries —complete applicable secfrons)

[V. NAME Mernorial

AND/OR M I S T O R I C :

Blackstone Canal [ 2 . LOCATION

S T R E E T A N C N U M B E R :

from Front Street north to the Ashton Dam C I T Y OR TOWN:

Lincoln COUNTY: CODE

Rhode Island Providence 007 (j. CLASSIFICATION

CATEGORY ACCESSIBLE \s\ OWNFRSHIP STATUS (Check One) TO THE PUBLIC

z Diitr lct [I] Building Public D Public Acquisit ion: Occupied I I Yes:

o Sit« J] Structure Privot* Zl In Proceis Unoccupied K] Reftricled [ |

Both D Being Conlldered Preservation work Unrestricted QQ In progrett I I No: D

u PRESENT USE fCheck One or More •• Appropriate)

Agricul tural | | Government Park Transportation Comments oe Commercial Q] Industrial Private Residence Other fspec/fyj

Educotionol | | Military Religious

Enlertoinment Q] Museum Scientific

[4. OWNER OF PROPERTY OWNERS N A M E

Frank Ronci Company, InCe UJ S T R E E T AND NUMBER:

UJ 2, Atlantic Boulevard w* C I T Y OR TOWN:

North Providence Rhode Island [5. LOCATION OF LEGAL DESCRIPTION

COURTHOUSE. R C G t S T R Y OF DEEDS. ETC:

Lincoln Town Hall STREET AND NUMBER:

Old River Road C I T Y OR TOWN: S T A T E '

Lincoln Rhode Island A P P R O X I M A T E A C H E A G T OF NOMINATrP P R O P E R T Y ; 3U

16. ftEPftESENTATION IN EXISTING SURVEYS T I T L E O F S U R V E Y :

Not known to be represented in any survey D A T E OF S U R V E Y : Federal (~) Stole Q County Local DEPOSITORY FOR SURVEY RECORDS: •n

O X 2

STREET AND NUMBER! •0

CITY OR TOWN:

Exhibit 1 Sheet 1 of 4

Ont<)COITION

Excel lent f l Good (J| Fair [J D»t«rlorcited Rulni LI (Jn«.«po««.d (J

(Check One) (Check One> I N T E G R I T Y

A l tered Q Unaltered Moved [ J O r i g i n a l Site

D E S C R I B E THE P R T S E N T AND ORIGINAL (II known) P H Y S I C A L A P P E A R A N C E

The stretch of the Blackstone Canal beginning at Front Street In Lincoln and extending four miles ncrth to the Ashton Dam sompriseg the Paul Ronci Memorial Park. It is the longest segment of the original forty-five mile canal still intact. Both the canal and the tow-path exist in pood condition. There are no locks or engineering structures along this stretch of the canal. The width of the canal varies be­tween thirty-two and forty-five feet at the top. The bottom width is eighteen feet. Present water level averages between three and four feet in depth.

The land for use as a park includes the canal, tow-path, and fifteen feet on either side of the canal. The canal banks have a ground cover of brush and small-to-mediuro-size trees. The walls of the canal for the last two thousand feet at the northern end are lined with cut-stone blocks. The physical appearance to-day is, in short, m much the same as it was during the years 1828 to l8U8 when the canal m was in use, transporting goods between Providence, Rhode Island, and Worcester, Massachusetts.

TV

C

n H

O

z t/1

Exhibit 1

Sheet 2 of 4

.•./GNIFICANCE

n r n i O D (Cl'frk Onr nr Mnrf UK / tnprnprlnfr)

Pre-Columbian Q 16th Century Q] 18th Century Qj 20th Century

)5th Century Q 17th Century ( | 19lh Century (X)

D A T F K S I ( I I Applicable anilKnnnn)

A R E A S OF S I G N I F I C A N C E (Check One or More ••

Abor iglnol Education

Prehlttorlt [_J Engineering

Historic (71 , Industry

Agriculture [~] Invention . ,

Art [~] Landscape

Commerce Q Arch! tecture

Communications [̂ ] Literature

Conservat ion 1 ] Mil i tary

Music

Appropriate)

Q Political •• Urban Planning n f ~\ Religion/Phi- Other (Spicily) a

IT] losophy

[~] Science , 1 1

Sculpture f~)

[~| Soclal/Humon­

[~~] itarlan f~~)

[~~] Theater

{"I Transportation

S T A T E M E N T OF S I G N I F I C A N C E (Include P«rtan»tte*, Dal**, Event., Etc.)

The canal was constructed between the years l82li and 1828. It linked the cities of Worcester, Massachusetts, and Providence. The forty-five-mile stretch, with a drop of U5l feet in altitude, em­ployed granite locks. The canal was not built as one independent and continuous stretch for its entire length, as it utilized the parallel Blackstone River at various points, thus saving some con­

•SI

T struction costs.

U Built at the height of the canal frenzy, the Blackstone had a T life df nearly twenty-five years—few of them orosperous. To begin

OH with, it was too late in coming. John Brown of Providence had seen the advantages of such a canal opening up country markets for Provi­dence trade in the late 1700'sj but when his fellow-merchant, Edward Carrington, brought that vision to realization in the 1820's the coming of the railroad already heralded a faster and better way of moving goods and passengers. In addition, the canal project was underfinanced. Also, hasty planning had failed to provide a proper

UJ system of reservoirs to maintain a continuous water levelj droughts 111 and diversions of water by mill-owners resulted in frequent inter­

ruptions of service.

To-day few sections of the canal remain. There are no known locks still to be seen, though some of their remains may exist. In several places in Massachusetts the canal has been filled in. The canal bed in Rhode Island, however, is largely intact.

Exhibit 1

f t l B L I O C R A P H I C A L R E F E R E N C E S

CarrinRbon, Edward t Papers (at Rhode Island Historical Society, Provi­' donee).

Blactotono Canal Company: Account books (at Rhode Island Historical Society, Providence. )

Blackstone Canal, Trustees of: Minutes (in Thomas A. Jenckes Col­lection at Rhode Island Historical Society, Providence).

Map of the Blackstone Canal (based on the original survey, 1828-1830). (at Rhode Island Historical Society, Providence)

10 . G E O G R A P H I C A L D A T A **•*+.

_ L A T I T U D E A N D L O N G I T U D E C O O R D I N A T E S

0 D E F I N I N G THE C E N T E R P O I N T OF A P R O P E R T Y L A T I T U D E A N D L O N G I T U D E C O O R D I N A T E S

D E F I N I N G A R E C T A N G L E L O C A T I N G T H E P R O P E R T Y R O F LESS T H A N O N E A C R E

C O R N E R L A T I T U D E L O N G I T U D E L A T I T U D E L O N O I T U D E

Degrees M i n u t e s Seconds Degrees M i n u t e s Seconds Degrees Minutes Seconds Degrees J rilnutes Seconds NW hl° %• 1$ • 71° 26 • 02- o . . e

N E la° 56' 15 • 71° 2h • 02­SE lil° !?b' 2U ' 71" 2li- 22 ­sw hl° 5b' 2h ' 71 ° 26 • 02 •

LIST ALL S T A T E S AND COUNTIES FOR P R O P E R T I E S O V E R L A P P I N G STATE OR COUNTY BOUNDARIES

S T A T E CODE C O U N T Y CODE

S T A T E CODE C O U N T Y - C O D E

S T A T E CODE C O U N T Y : CODE

S T A T E CODE C O U N T Y : CODE

•it. FORM PREPARED BY ' N A M E A N D T I T L E .

Albert T. Klyberg, Director O R G A N I Z A T I O N D A T E

Rhode Island Historical Society , , Pet.- 2, 1970 S T R E E T A N D N U M B E R ­

52, Power Street C I T Y O R T O W N - S T A T E CODE

Providence Rhode Island, 02906 Ui

12. STATE LIAISON OFFICER CERTIFICATION NATIONAL REGISTER VERIFICATION

, . r . As the designated State Liaison Officer for the Na-

I hereby certify that this property is included in the tional Historic Preservation Act of 1966 (Public Law National Register. 89-665). I hereby nominate this property for inclusion

in the Nat ional Register and certify that it has been

evaluated according to the criteria and procedures set

for th l>y (he National Park Service. The recommended Chief, Office of Archeology and Historic Preservation

level of Munificence of (his nomination Is:

National (Tj State Q Local Q

Date

Name ATTEST:

Title State Liaison Officer Keeper ol The National Register

Date Date

m

to

H

TO

n

o •z.

Exhibit 1

>-r A

C

»•**•*. . States Department of the

NATIONAL PARK SERVICE WASHINGTON, B.C. 20240

IN RFPLY REFER TO:

R30-HR DEC} R 1970

Mr. Frederick C. Williamson Director of Department of Community Affairs

C.I.C. Building 289 Promenade Street Providence, Rhode Island 02908

Dear Mr. Williamsons

We are pleased to inform you that the historic properties listed

on the enclosure have been placed on the National Register of

Historic Places. Senators John O. Pastore and Claiborne Pell

and Representative Fernand J. St Germain have also been notified.

A leaflet explaining the National Register is enclosed for each of

the property owners. Please withhold any publicity on this until

you have received a carbon copy of the Congressional correspondence,

Sincerely yours,

Crnest Allen Connally Chief, Office of Archeology and Historic Preservation

Enclosures

DEC 18 Entered in the National Register

Exhibit 2

Sheet 1 of 2

pcrrrca mrcrjr 01 fire

Properties added to the National Register of Historic Places

I i ' < ' RHODg ISLAND ­

Arnold (Israel) House Providonco County, Rhode Island Paul Ronci Mamorial Park Providence County, Rhode Island

Exhibit 2

2 of 2

The

National Registei •̂

of Historic Place:

19 7(

William J. Murtagh Keeper of the National Register

Ronald M. Greenberg Editor in Chief

Sarah A. Marusin Editor

Maricca J. Lutz Photo Editor

U.S. Department of the Interior National Park Service Washington, D.C. Exhibit 3

1 of

RHODE ISLAND 669

irking, 2 1/2 stories, rectangular, gabled 'ioof. 2 interior chimneys, main Doric entrance

portico and doorway with pilasters and fanl ight , fqooins. I 1/2 storv W wing Colonial elements

a r c M d c n c e . conver ted to a t a v e r n , 1102. local social center and stagecoach stop,

sbank, 1823-1853 Private

rCeorgiavilk vic ini ty SM.1TH-APPLEBY [ HOUSE, S t i l lwa te r Rd , SE of jet with Capron

1713 Frame, clapboarding, 2-2 1/2 sto­L-shaped, gabled roof sections, original

ox structure enlarged, c 1750 and c 1780, •-19th C entrances including elaborate

ay with side lights and classical details, I ­N addi t ion, interior features 18th and

h C bui ld ing details Built by FJisha Smith, of John Smith, first gristmill owner in

ence. 1646 Private HABS

ster GLOCESTER TOWN POUND, I kd and Cnopmist Hil l Rd , 1748 Stone,

wall construction, 4-sided enclosure, 6' with large capstones, W stone jamb and entrance with simple iron bar gate

Irijinally used to keep stray animals; believed i be one of the oldest pounds in existence

al

on BROWN AVENUE HISTORIC DIS­F, Brown Ave , I8th-20lh C Rural dis-

of about 500 acres of farmland divided • 5 farms, features frame farmhouses, barns,

outbuildings in simple late-18th-20th C. s; focal point is Dame Farm with c. 1790 2

2-ctory farmhouse with I 1/2-story wing, now to the public Preserves grouping of ale-sized family farms typical of those

t provided food for state's urban areas dur ­[ I9tb-early-20th C Multiple public/private

CLEMENCE-IRONS HOUSE, 38 Waterman Rd , c 1680 Frame, clap­

ng, I 1/2 stones, rectangular, gabled roof ng over rear lean-to; exterior stone

widened to create exterior lean-to restored, 1940's by Norman M. Isham;

reconstructed Typical Rhode Island nder " Home of Thomas Clemence,

I representative and treasurer One of earli ­1 dwellings preserved in the state. Museum

E.-HABS

FARNUM EDWIN M., HOUSE 1ELL HOUSE), I' S. 44 at jet with Collins 1765. Frame, clapboarding, 2 1/2 stories,

lar, gabled roof, central chimney and with fan and side lights, front bay win

cornerboards, enlarged, early-19(h C and tavern built by Stephen Angell,

nt of,Thomas Angell who apprenticed Roger Williams and accompanied him to

vanishment from the Massachusetts Colony, 1636, and signed the charier lo

Providence, Aug 20, 1637. Municipal.

. ARNOLD, ELEAZER, HOUSE, Great 123) near jet. with Rl 126, c. 1687.

.clapboarding, 2 1/2 stories, rectangular, f pitched gabled roof, massive stone-end

; original l-room structure enlarged by

addition of rear lean-to with fireplace at tached to original fireplace, restored, 1951 I xcel lcnt example of state's "stone-end" dwel l ings Priialf Mil , IIABS

Lincoln ARNOLD, ISRAEL, HOUSE, Great Rd , c 1720 Frame, rlnphnarding, 2 1/2 sto ries, L-shaped, gabled and gambrel roof sec tions, central and end chimneys, center en­trance with transom; original 1 1/2-story sec­tion expanded, 1760, original tr im and hard ­ware Intact example of 18th C New England farmhouse Private, not accessible to the public HABS, o

Lincoln BLACKSTONF ( ANAL, From Stee pie and Promenade Sts to the Ashlon Dam, 1824-1828 Portion of the remains of 4S m i l e -long canal and towpath 18 ' wide at bottom, 32-45' wide at top, some masonry retaining walls and wharfage areas remain Canal con ­structed to transport commercial goods and passengers between Worcester, MA, and Providence, Rl, granite locks accommodated 451'-drop between the cities, 4 mi segment from Front St to the Ashton Dam comprises Paul Ronci Memorial Park, largest segment of the original canal still intact Multiple public/private

Lincoln HEARTHSIDE (STEPHEN HOPKINS SMITH HOUSE), Great Rd ,c 1810 Ashlar, 2 1/2 stories with attic, rectangular, gabled roof with bell-cast end parapets, interior end chim ­neys, cornice with bead molding, front large bell-cast gublcd dormer wi th entrance, side lights, and convex oculus. front ful l -width 2 ­story tetrastyle portico with square posts, center entrance with fanlight and side lights, side entrance with fanlight, oculus in gable, original interior woodwork and mantels, early ­19th C rear stone wing, I830's rear frame wing, side porch partially destroyed, portico parapetdestroyed. Federal house with unusual gable parapets. Private; not accessible to the public: HABS.

Lincoln. LIMEROCK VILLAGE HISTORIC DISTRICT, In irregular pattern along Smith, Wilbur, and Great Rds., and Old Louisquisset Pike, Late-17th-19th C Village center, in­cludes 20 structures, 3 lime quarries, and the ruins of 3 lime kilns. Contains structures ex­hibiting characteristics typical of !7th and I 8th C. New England architecture as well as Greek Revival and later Victorian styles. Developed as slopping place on Great Road and as a l ime-manufacturing area unt i l construction of the Providence and Worcester RR in the I840's and the growing populanl) of Portland cement Retains curly New England qual i ty Multiple private H A H S

North Providence ALLEN DALE MILL, 494 Woonasquatucket Ave , 1822 Stone, 4 1/2 sto­ries, rectangular, modified roof, side stair tower with low hipped roof, dormers, one end with 3­tier corner buttresses; I I additions, 1844-1955, 5 outbuildings. Built for Zachariah Allen, Jr for manufacture of woolens; construction su­pervised by John Holden Greene, used "slow­

burn ing" construction technique to increase fire rcsisl.mce, such concerns led to 1835 for­mal ion of fire insurance company Private IMPS

Nor th Scituate OLD CONGREGATIONAL CHURCH, Off U S 6 on Greenville Rd (Rl 1 1 6 ) 1 8 3 1 , Clark Sayles, builder-architect Frame, clapboarding, I story, rectangular, ga­bled roof, front square tower wi th octagonal belfry and spire, front center window flanked by 2 entrances, 3-aisled interior, simple wood­work, restored Federal and Greek Revival ele­ments Buil t for North Smithvil le Society, regu­lar services suspended, c 1897 Community house Municipal

P a w t u c k c l OLD SI ATER Mll.l , Roosevelt Ave . 1793 Frame, clapboarding. 2 1/2-3 sto ries, T-shaped, gabled roof, cupola, extensively enlarged. 19th C Fir" cotto" .nil! K. i: , America establishing cotton manufac tu r ing in the 0 S , built by Englishman Samuel Slater using British-inspired machinery and factory system of manufacturing Private NHL

Pawlucket TRINITY CHURCH, 50 Mam St , IR'iO-1854, Samuel J Ladd, architect Random ashlar, 1 story, modified rectangle, gabled roof, front pointed arched entrance through 3-story corner tower with upper-story louvered lancet openings and pyramidal roof interrupted by ga­bles above lancets, side entrance in full-width shed roof extension to create side aisle, with ga­bled dormers above, corner and side buttresses, stained glass Innccl windows, enlarged 1865; parish house attached 1920; choir room added 1914 Good example of Gothic Revival parish church Private

Providence ALLEN, CANDACE, (HOUSE, 12 Benevolent St , 1818-1822, John Holden Greene, builder-architect Brick, 2 1/2 stories, L-shaped, monitor on hipped roof, tall interior end chimneys, modillion cornice with bead and tassel molding, front center entrance with fan­l ight and side lights, small Corinthian portico, fron! center 2nd-story modified Palladian win­dow with louvered fanlight, side ell with front entrance with partial portico abutting main block, marble sills and incised lintels, original interior woodwork, marble mantelpieces, and 19th C wallpapers, side ell enlarged, mid- 19th C . parapet removeu Drick carriage nouse Federal Built by John Holden Greene for Can­dace Allen, member of well-known textile-producing family (see also Allendale Mil l , R l ' typical of early 19th C tastes and lifestyle of ci ty 's wea l thy families Private, not accessible to tlir public HABS

Providence ARCADE, T1IK, I 30 Westminster St and 65 Weybosscl St . 1828, James C Uuiklin, Jr and Russell Warren, architects. Granite, 3 stories, rectangular with 2 side pavilions, gabled roof, monumental hexastyle Ionic portico on each front; skylighted interior arcade surrounded by 3 tiers of shops, cast iron gallery railings and stairs, monolithic granite columns Greek Revival Chief example of ear ly-19th C arcades in U S Private HABS.

Exhibit 3

Sheet 2 of 2

APPENDIX "B"

PERT INENT CORRESPONDENCE

STATE OF RHODL IbLAND AND PROVIDENCE PLANTATIONS

Department of Transportation DIVISION OF PUBLIC WORKS State Office Building Providence, R.I. 02903

March 11, 1986

Mr. Gordon G. Hoxie, Division Administrator Federal Highway Administration 380 Westminster Mall

-, 1 ., _. . T , ,Providence, Rhode Island

mom 02903

Re: Berkeley Bridge and Martin St. Canal Brie _ . _/. „_, ,,-fnm\F.A. Project: HW-Jol2(001)

Dear Mr. Hoxie:

We are submitting a report prepared by our consultant that supports a decision that the subject project be classified as a Categorical Exclusion for each of the two alignments studied. Please note that the State Historical Preservation Officer considers either alternative to have an adverse effect on the Blackstone Canal Historic District. Accordingly, Section 4(f) and 106 Statement will have to be prepared.

With regard to the two final alignments studied we summarize below the advantages and disadvantages of each.

Existing Alignment

Advantages

Less impact on vegetation.

Less property acquisition and impact on abutting properties.

Lower construction cost.

Disadvantages

Requires a detour of traffic for about one construction season.

At grade access to the tow path between two structures results in discontinui't of the traffic railing system.

Horizontal alignment in Lincoln requires a design exception for substandard superelevation.

/

Does not significantly improve the intersection at Lower River Road and Cullen Hill Road.

New Alignment

Advantages

Smoother alignment which meets the adopted design criteria.

Exhibit 1 Sheet 1 of 2

Grade separation at the tow path results in greater safety for pedestrians and bicylists using the tow path.

Greatly improves the intersection at Lower River Road and Cullen Hill Road.

Allows traffic to be maintained on the existing alignment during construction

Disadvantages

Requires more property acquisition.

Higher construction cost.

Visual impact of the relatively low level separation at the tow path interrupts the open space of the proposed linear park between the canal and river.

A proposed bike route along the canal will have to dip and rise again to pass under the new bridge.

The existing canal bridge will have to be retained for Town access to the tow path.

At this time the Department does not have a strong preference for either alignment. Maintaining traffic during construction and the great improvements at the intersection at Lower River Road seem to indicate the new alignment to be better from a transportation improvement point of view. It is therefore our recommendation that final design be based on the New Alignment Alternative.

We request your concurrence that this project be classified as a Categorical Exclusion and for us to proceed with the Section 4(f) and 106 Statement based on the New Alignment.

-. Very truly yours,

Richard B. Kalunian Bridge Design Engineer

fmes R. Cap^ldi, P.E. lief of Design

RBK/fmv

cc: Mr. Kirby Mr. Carcieri Mr. Capaldi Mr. Parker

Exhibit 1 Sheet 2 of 2

380 Weetnlmter Mall 5th Floor

Providence. Bhode Island 02903

March 27, 1986

Mr. Janes R. Capaldi, Chief of Design Division of Public Works R. I. Department of Transportation State Office Building Providence, Rhode Island 02903

Dear Mr. Capaldi:

Subject: Project MW-J012(001), Berkeley Bridge and Martin Street Canal Bridge

This is in regard to your letter dated March 11, 1966 and the supporting docunantatlor fumLahed to establish a categorical racluslno detexoination for the subject project.

For the reasons stated in your letter and as docuamted in the attached report, we approve your request to proceed with design based on the new alignment, tfe assume you have considered the maintenance aspects required for retention of the canal bridge

proposing the recoonended alternative.

We accept your leouhinandatlon that this project be clasaified as a categorical eocclusi You oay proceed with fulfilling Section A(f) and 106 requirements.

Sincerely yours, cc: •» • • Mr. Carcieri

Gordon G. Hoodie Diviaion

Exhibit 2

STATE Or RHODE I S L A N D AND PROVIDENCE PLANTATIONS

(^o^J

HISTORICAL PRESERVATION COMMISSION Old State House 150 Benefit Street Providence, R.I. 02903 (401) 277-2678

August 25, 1986

Mr. Gordon R. Archibald Gordon R. Archibald, Inc. 200 Main Street Pawtuckct, R. I. 02860

Re: Berkeley Bridge Replacement Cumberland and Lincoln

Dear Mr. Archibald:

Thank you for submitting plans for review for the above referenced project which crosses the Blackstone Canal Historic District, a property listed in the National Register of Historic Places. In accordance with the Procedures of the Advisory Council on Historic Preservation (36 CFR 800) it is our opinion that introduction of a modern elevated bridge which clears the tow path berm by approximately 10 feet will have a effect on the rural quality of the district in that section also requiring construction of a new road section in the flood terrace below the tow path for vehicles and that the effect will be adverse, as previously stated in our letter of September 9, 1985. The plans show retention of the existing roadway and the canal bridge and a stone retaining wall along the new road below the tow path. These measures, along with bridge materials/color and landscaping may serve as mitigating factors.

Additional comments will be provided when the results of the Phase I Archaeological Survey are received.

Thank you.

Very truly yours,

Edward F. Sanderson Executive Director Deputy State Historic Preservation Officer

cc: A. Dowd R. Kalunian, Bridge Design RIDOT

Exhibit 3

M CF

WHEREAS, the Federal Highway Administration (FHVJA) has determined that the replacement of the Berkeley and Martin Street Bridges in Lincoln and Cumberland, Rhode Island, will have an effect upon the Paul Ronci Memorial Park/Elackstone Canal, nordnated to the National Register of Historic Places on May 6, 1971 and has consulted with the Rhode Island State Historic Preservation Officer (RISIIPO) pursuant to the regulations (36 CFR Part 80D) implementing Section 106 of the National Historic Preservation Act ( 16 U.S.C. 470f) ,

WHEREAS, the Rhode Island Department of Transportation (RIDOT) was invited and participated in the consultation process,

NOW, THEREFORE, FHV/A, RIDOT and the RISHPO agree that if the Advisory Council on Historic Preservation (Council) accepts this Memorandum of Agreement in accordance with 36 CFR Section 800.6 (a) (1) (i), the undertaking shall be implemented in accordance with the following stipulations in order to take into account the effect of the undertaking on historic properties.

STIPULATIONS

FHWA and RIDOT will ensure that the following measures are carried out:

1) Exposed surfaces of the new concrete bridge pier and abutments will be rusticated either by placing linear and/or area in­serts inside the concrete forne or by using other means of surface treatment to produce an appearance which is as compatible as possible with the existing setting.

2) Landscaping adjacent to the new concrete pier and abutments will be provided.

3) The RISHPO will have thirty days to review and comment upon final plans for this project.

Execution of this Memorandum by the FHWA, RIDOT and the RISHPO and its subsequent acceptance by the Council and the FHWA's carrying out the terra of the Memorandum of Agreement evidences that the FHWA has afforded the Council an opportunity to commment on the replacement of the Berkeley and Martin Street Bridges in Lincoln and Cumberland and its effects on historic properties and that the

iws toKen ii.vAy account the effects of the project on historic properties.

Departiriefrc of Transportation

(date) 7-1$ ision Adninistrator eral Highv;ay Administration

land State Historic

AOC 5ry Council on

[stforic Preservation

1 r>— ­

£/&J UNITED STATES ENVIRONMENTAL PROTECTION AGENCY

REGION I

J. F KENNEDY FEDERAL BUILDING, BOSTON. MASSACHUSETTS 02203

July 29, 1987

James R. Capaldi, Chief of Design ^~/ Rhode Island Department of Transportation Dfpr nr rc,, State Office Building Providence, RI 02903

/\1<AW] 3 Dear Mr. Capaldi: 8

I *j

Thank you for sending us copy of your Draft Section 4(f) Statement and Section 106 Preliminary Case Report for the Replacement of the Berkeley Bridge and the Martin Street Canal Bridge in the Towns of Lincoln and Cumberland, Providence County, Rhode Island.

The report addresses the project's potential impacts to historic places and cultural resources in the Blackstone Canal Historic District, as well as potential impacts to the Paul Ronci Memorial Park. These issues are outside of EPA's areas of jurisdiction and expertise; hence, we have no comments on the Section 4(f) Evaluation or Section 106 Report. However, we note that the proposed bridge replacements will require a permit from the U.S. Army Corps of Engineers in accordance with Section 404 of the Clean Water Act. EPA will participate in reviewing the 404 permit application using EPA's 404(b)(l) Guidelines [40 CFR Part 230].

For your information Mr. Mark Kern is EPA's 404 permit coordinator for the State of Rhode Island. We recommend that you coordinate with Mr. Kern early in 404 permit process. He may be reached by telephone at (617) 565-4426. Thank you for informing us of the current status of this project. Should you have any questions, please contact Donald Cooke of my staff at (617) 565-3416.

Sincerely yours,

Elizabeth Higglers Congrajj, Assistant Director for Environmental Review

Office of Government Relations & Environmental Review

cc: Gordon Hoxie, FHWA - RI Anne S. Dowd, Planning Division, RI DOT Mark Kern, EPA WQP-1900 William Lawless, Chief Regulatory Branch, COE

TAXI'jAKt"

United States Department of the Interior Crooi^^•^ OFFICE OF ENVIRONMENTAL PROJECT REVIEW

WASHINGTON, D.C. 20240 AUG '2 '< 1987

18 1987

Mr. Gordon G. Hoxie Division Administrator AUG <­Federal Highway Administration 380 Westminster Mall, Fifth Floor Providence, Rhode Island 02903

Dear Mr. Hoxie:

This is in response to a request for the Department of the Interior's comments on the draft Section 4(f) statement and Section 106 preliminary case report for Berkeley and Martin Street Bridges, Towns of Lincoln and Cumberland, Providence County, Rhode Island.

Section 4(f) Statement Comments

We concur that there is no feasible and prudent alternative to the proposed use of land within the Paul Ronci Memorial Park/Blackstone Canal Historic District for the planned bridge replacement. We are also in agreement with selection of the recommended plan. While we concur that mitigation measures are appropriate, we recommend the section on Mitigation include_the conversion of the existing bridge right-of-way to park use. Shouldf the park ranBPa^quired exceed that being replaced, we recommend the land taken be replaced with land of reasonable park and recreation utility and location.

Fish and Wildlife Cooordination Act Comments

Based solely on the information in this draft, it appears likely that the U.S. Fish and Wildlife Service will not comment further on this project at the permit application review stage, provided the application fully complies with the 404(b)(l) Guidelines (40 CFR 230).

Summary Comments

The Department of the Interior offers no objection to Section 4(f) approval of this project provided the measures mentioned above are included and documented in the final statement.

We appreciate the opportunity to provide these comments.

Sincerely,

Bruce Blancbyrd, Director

Mr. Gordon G. Hoxie

cc: Mathew J. Gill, Director RJ'Dept. of Transportation

. /State Office Building V Smith Street

Providence, Rhode Island 02903

Mr. Frederick C. Williamson Historical Preservation Commission 150 Benefit Street Providence, Rhode Island 02903

Robert L. Bendick, Jr., Director Dept. of Environmental Management 9 Hayes Street Providence, Rhode Island 02903

M \ 1 I 01 R H < > M ! 'M \.\1J \ \ [ ) | ' R ( ) \ | i ) i \( I I"; \ \ ! \ | |

.'Ml-R-OH 1C [ \1! Mo

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IRON!­

DEFT :

SUBJECT:

Victor R r l l , Ch--f nNM August 18, ]

DEM/Environmental Coordination •• / f

Judith Benedict, Chief .\\7 i

DEM/Planning and Development

MARTIN ST. BRIDGE REPLACEMENT: COMMENTS FROM THE DIVISION OF PLANNING AND DEVELOPMENT

The DEM Division of Planning and Development has several comments on the proposed DOT replacement of the Martin St. T'•idge across the Blackstone River and Canal.

As is noted in the draft 4(f) Statement and section 106 Preliminary Case Report, the new bridge will cross through state park land, formerly known as Paul Ronci Memorial Park, and now to be designated the Blackstone River State Park.

As is stated on pages 24 and 25 of the report, DEM Division of Planning and Development concerns include the location of the abutments, maintenance of access to the towpath from Lincoln, clearance under the bridge for hikers, cyclists, and equestrians, and the visual impact of alterations to the area.

In addition to the issues that have been addressed in the report and the plans, we have several further comments and questions:

1. Planting of side slopes

DEM would like side slopes, noted as areas A, B, C, D, and E, on the General Plans, to be planted with shrubs rather than seeded. Shrubs or small trees are more compatible with the existing vegetation than grass, and will require no maintenance. DEM would be happy to supply a list of appropriate plant material.

2. Center pier

We would like more design details on the center pier, including the abutment face material, proposed wing walls, and treatment of slope behind the abutment. We would prefer stone, or granite facing on concrete rather than scored concrete.

Victor Bell August 18, 1987 Page Two

Clarify the comment on page 28 that "Canoeing will not be permitted along the shore side of the pier." Does this mean to the east of the pier? We do not understand why canoeing would not be allowed here.

3. Treament of river edge

Since this is a park, riprap is not an appropriate river edge treatment. All banks should be graded to allow natural vegetation to secure the bank, as it does along this entire stretch of the Blackstone River.

4. Stone wall along towpath

Both stone walls should be continuous (see note on Recommended Plan).

5. Parking area between existing road to towpath and new bridge

DEM plans to use this area to provide parking for 10-15 cars, mostly for canoe access. We will provide DOT with plans of this area so that there is no conflict between DEM and DOT projects. Please advise as to the date by which such plans should be made available to DOT.

6. Other general comments

There are other notes on the plans to which we would like a response.

In conclusion, DOT has responded to our major concerns presented in an earlier meeting, but we would like more information about the design details. Another meeting is probably warranted.

Thank you for the opportunity to comment.

JB:as

cc Pat Gushue

Attachments

0140J

1,71987

August 14, 1987

James R. Capaldi Chief of Design Division of Public Works Rhode Island Dept. of Transportation State Office Building Providence, RI 02903

Re: Draft Section 4(f) Statement and Section 106 Preliminary Case Report, Berkeley and Martin Street Bridges, Lincoln & Cumberland, Rhode Island

Dear Mr. Capaldi:

The Rhode Island Historical Preservation Commission has reviewed the above-referenced document and offers the following comments.

Page 1 of ff. This combined statement and Case Report repeatedly refers to the Blackstone Canal as an archaeological feature. While in several locations in Rhode Island the canal survives only as an archaeological feature, the section contained in Paul Ronci Memorial Park is notable as a largely-intact engineering structure. It is not an archaeological feature, except in the more limited sense of an industrial archaeological feature. It consists of the water-filled trench, formed by both embankment and excavation, and the towpath bank on the eastern side. There was only one towpath built for the canal (not two), and this structure has become the basis of the present BVE maintenance road. The canal trench and towpath embankment are both integral components of the canal.

As a clarification of certain historical and geographical facts, the canal was constructed in the third decade of the 19th century (page l) and the section in Paul Ronci Memorial Park has its southern terminus at Front Street in Lonsdale, not Saylesville (pp. 2 and 3).

Mr. James R. Capaldi August 14, 1987 RI Dept. of Transportation Paqe -2­

With regard to the proposed mitigation for the adverse visual impacts to the Blackstone Canal created by the bridge replacement, the Rhode Island Historical Preservation Commission concurs that appropriate treatment of the new pier and abutments surfaces and appropriate landscaping in the immediate area can be sufficient. We feel that it is important that these mitigation measures should harmonize with the existing character of the site. Masonry or rough surfaces and rustification to simulate masonry would be appropriate surface treatment for the bridge pier and abutments. The rubble stone retaining walls on the towpath embankment should employ stone similar in appearance to the local stone.

Thank you for the opportunity to comment.

Very- truly y-purs,

< _dward FA Sanderson Executive Director Deputy State Historic Preservation Officer

cc: Anne Dowd

TARGET SHEET

THE MATERIAL DESCRIBED BELOW WAS NOT SCANNED BECAUSE:

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() NON-PAPER MEDIA

() OTHER:

DESCRIPTION: DOC #17058 PLATE III (3), GENERAL PLAN.

THE OMITTED MATERIAL IS AVAILABLE FOR REVIEW BY APPOINTMENT

AT THE EPA NEW ENGLAND SUPERFUND RECORDS CENTER, BOSTON, MA

TARGET SHEET

THE MATERIAL DESCRIBED BELOW WAS NOT SCANNED BECAUSE:

(X) OVERSIZED

() NON-PAPER MEDIA

() OTHER:

DESCRIPTION: DOC #17058 PLATE IV (4), PROFILE, RELOCATED MARTIN STREET.

THE OMITTED MATERIAL IS AVAILABLE FOR REVIEW BY APPOINTMENT

AT THE EPA NEW ENGLAND SUPERFUND RECORDS CENTER, BOSTON, MA

TARGET SHEET

THE MATERIAL DESCRIBED BELOW WAS NOT SCANNED BECAUSE:

(X) OVERSIZED

() NON-PAPER MEDIA

() OTHER:

DESCRIPTION: DOC #17058 PLATE V (5), PLAN, SECTIONS AND ELEVATIONS, CANAL EMBANKMENT AREA.

THE OMITTED MATERIAL IS AVAILABLE FOR REVIEW BY APPOINTMENT

AT THE EPA NEW ENGLAND SUPERFUND RECORDS CENTER, BOSTON, MA