Prepared by VHB/Vanassee Hangen Brustilin, Inc.
Prepared for National Development and the Town of Franklin
Executive Summary
Mission Statement
Upon completion of the Grove Street link in Route 140, the character of use of West Central Street will be significantly changed. No longer will it be a major through route, but shall instead become a closed end access road serving localized neighborhoods, the MBTA Station, the Forge Park development and abutting commercial properties. With this change, opportunities are presented for comprehensive upgrades which will improve both visual and functional characteristics of the West Central Street corridor.
This study examines visual and functional issues which currently compromise the quality of experience of the corridor. Based upon analysis of these issues, the Master Plan establishes a clear framework of strategic improvements which, when fully implemented, will provide an attractive environment sensitive to the needs of both those who live there and those who use the abutting commercial properties.
Existing Issues
West Central Street consists of three physically distinct zones, each having design issues which compromise its responsiveness to its unique user groups.
Zone I, that portion furthest west on the corridor, is characterized by clashing visual and functional relationships of the commuter rail parking lot and the residential neighborhood opposite to it. Issues include:
 The open expanse of pavement of the MBTA parking lot is inadequately screened to provide a sense of privacy and comfortable separation to the residences across West Central Street.  The pavement width of West Central Street is not residential scale in this location; this is due to West Central Street’s current use as a major through-fare, a use which will change upon completion of the Route 140 Relocation.  The wooden bridge carrying West Central Street over the rail tracks is in poor condition.
Zone II, extending from the MBTA driveway to the entrance to Forge Park, consists of residential properties to the north of West Central Street, and open space to the south.
 The residences on the north side of West Central Street face out upon a busy roadway with broad open space beyond. This open character is conducive to vehicles traveling at high speeds, discordant with safety needs of residential property owners.  West Central Street currently does not have sidewalks in this section. However a new 5 foot wide sidewalk with granite curb is being constructed between Corporate Drive and the MBTA Station with a cross walk at the entrance to the MBTA Station.
Zone III, which extends from the entrance to Forge Park to the proposed new intersection with Relocated Route 140 and Grove Street, is a predominantly commercial area.
 This section is encumbered by several broad curb cut openings to gravel parking areas.  The bridge crossing Mine Brook is constricted in width and lacks sidewalks.  Numerous frontage areas lack any type of landscaping.
Opportunities for Improvements
Pedestrian Access Improvements
Continuous pedestrian accessibility should be provided from the MBTA station eastward to the new Grove Street intersection. Upon completion of currently designed improvements, a 600’ gap will remain extending from Corporate Drive to Edmund’s Auto Sales.
Landscaping Improvements
Street tree plantings, strategically placed planted screens and shrub beds should be introduced to provide visual buffers at neighborhoods abutting the MBTA Station and West Central Street as well as to provide an appealing edge to the commercial section.
New Gateway Park
Introduction of a gateway park at West Central Street’s entrance from Grove Street will set the tone for other corridor improvements. Ideally located opposite the historic Oliver Pond House, this location provides a highly visible setting for gateway plantings and signage as viewed from Grove Street’s northbound traffic. Such a treatment may also set a standard for future upgrades of other significant roadways in Franklin.
Street Furnishings and Special Pavements
Street furnishings and special pavements introduced at key locations along the West Central Street corridor will also serve to strengthen a sense quality and unique identity. With the introduction of the Route 140 Relocation, West Central Street can be developed as an area responsive to the needs of pedestrians.
Ornamental Lighting
Ornamental lighting should be considered along the commercial section of West Central Street, reinforcing the historic character of the Oliver Pond House and former Brookdale Mill complex.
Bridge/Culvert Rehabilitation and Widening or Replacement
The bridge/culvert crossing of Mine Brook should be considered for a major upgrade, reconstruction or replacement both from a vehicular and pedestrian safety standpoint as well as to provide a visual facelift to the surrounding landscape. An attractively reconstructed bridge could visually anchor this section of West Central Street and allow for the recommended continuous walkway for the length of the corridor.
Signage
Signage should be added at the West Central Street/Corporate Drive/Forge Parkway intersection to direct traffic to Route 140 and I-495 and well as to inform motorists that West Central Street west of the intersection is not a through street and has no outlet. Signage should also be added at the MBTA entrance to inform commuters that the common driveway north of that location has no outlet and is a dead end.
Summary
The above recommended improvements are discussed and illustrated in greater detail in the body of this report. These improvements will provide the greatest benefit if incorporated comprehensively rather than in isolated locations. However, should cost constraints require a different approach, the following prioritization is recommended for implementation
1. Provide continuous pedestrian access along the corridor. This will require addressing the constricted width of the bridge crossing at Mill Brook either through rehabilitation, reconstruction or replacement. An alternate approach would be a installation of a separate pedestrian bridge alongside the existing bridge.
2. Provide improved traffic control signage.
3. Reduce curb cut widths and introduce significant cohesive landscape treatments in the commercial section of West Central Street.
4. Provide additional screening and a reduction in West central Street’s roadway width to address residential abutter’s interests.
5. The wooden railroad bridge near the MBTA parking lot could be rehabilitated to provide a pedestrian walkway/bikeway linkage or removed. The adjacent greenspace within the right of way could receive landscaping improvements for a more park-like atmosphere.
6. Introduce the gateway entrance at the Route 140/Grove Street intersection.
7. Introduce furnishings in key locations along the corridor.
8. Provide ornamental lighting in the commercial section.
Existing Conditions Constraints and Opportunities
Zone I: Wooden Railroad Bridge to the MBTA Parking Lot Entrance
Existing Conditions/Constraints:
West Central Street has a variable pavement width in Zone I, being approximately 28’ wide at the MBTA entrance drive and narrowing to less than 24’ width as it proceeds to the wooden railroad bridge.
The landscape character through this section reflects the contrast in scale between the residential properties fronting West Central Street along its north side, and the large area of open pavement presented by the MBTA parking lot to the south.
The visual impact of the MBTA parking lot on adjoining residents is exacerbated by the open character of the approximately 35’ wide green strip which separates the parking lot from the road. This area is currently sparsely vegetated by high canopy deciduous trees with minimal understory. Consequently, vehicular activity in the parking lot is fully visible to the residential neighbors, particularly at night when headlights are in use.
The residential properties abutting the north side of West Central Street are set back an average distance of 40’ from the roadway edge of pavement. Currently this edge is characterized predominantly by open lawn with scattered trees, there being minimal opportunity for introducing landscape screening due to the physical constraints. A number of low retaining walls also occur along the right of way line.
Opportunities:
 With the anticipated removal or rehabilitation for walkway/bikeway usage of the wooden railroad bridge, this section of road will change in use from a major thoroughfare to a minor dead ended residential drive. This change in character will allow for a physical reduction in paved roadway width to a more residential scale, yielding additional greenspace and room for a sidewalk fronting the residential properties.
 The green strip fronting the MBTA parking lot lends itself to the introduction of a planted evergreen screen to reduce visual impact upon residential properties. Landscaped beds could also be implemented at the MBTA entrance for a better residential fit.
 The section of West Central Street which lies beyond the last fronting house could be removed and replaced with reforested green space, enhancing the residential scale of the neighborhood.
 Streetside tree plantings could be introduced upon the residential properties with the owner’s permission, infilling gaps and further buffering the homes from the MBTA parking lot.
Zone II: MBTA Parking Lot Entrance to Corporate Drive/Forge Parkway
Existing Conditions/Constraints:
West Central Street has an average pavement width of 28’ in Zone II, flaring out to 40’ at the entrance to Corporate Drive/Forge Parkway.
The landscape character through this section consists of residences on the north side of West Central Street. The homes immediately east of the MBTA entrance drive are generally setback some 60-100’ from the road due to steep adjoining gradients, and are buffered by existing stands of trees. Those homes in the vicinity of Conlyn Avenue are situated closer to the road; they will be buffered when the new gateway entrance to Conlyn Avenue is installed.
The area to the south of West Central Street predominantly consists of a steeply graded grassed slope dropping off from the road down to a wetland area. A stand of trees lies within and beyond the wetland, providing a distant vista screening the Forge Park development.
The entrance drive to Forge Park, Forge Parkway, is attractively landscaped with gracious stone walls sweeping into the site to the south of West Central Street.
West Central Street currently does not have sidewalks in this section. However a new 5 foot wide sidewalk with granite curb is being constructed between Corporate Drive and the MBTA Station with a cross walk at the entrance to the MBTA Station.
Opportunities:
 Additional plantings could be introduced on the residential properties north of West Central Street where infill planting is desirable. While there are stands of existing trees which have been preserved on the hillside fronting some of the properties, there are also gaps, most noticeably as one approaches Conlyn Avenue.
 A significant portion of the steep embankment dropping away from West Central Street’s southerly edge has a level area adjacent to the road ranging up to 30’ in width. This level area offers opportunity for the introduction of mixed deciduous and evergreen plantings to reduce the visual scale of West Central Street in front of the Conlyn Avenue section. Plantings in this location would both improve the neighborhood scale of the Conlyn Avenue entrance as well as
tend to reduce speeds on West Central Street due to the less open quality.
 Additional plantings are also recommended along the south edge of West Central Street adjacent to the MBTA parking lot entrance drive, thereby providing a visual screen of the lot for residents as they approach their homes in Zone I.
 The entrance to Corporate Drive will be upgraded through new plantings introduced as part of the development of land fronting on West Central Street. There is potential for a new small public park area within that portion currently occupied by a "paper" (i.e., un-built) cul de sac. Landscape treatments should have common elements (stone walls, ornamental plantings, signage character) with the Forge Parkway entrance, albeit on a lesser scale.
Zone III: Corporate Drive to the Grove Street Intersection
Existing Conditions/Constraints:
West Central Street has a variable pavement width ranging from 40’ at Corporate Drive, narrowing down to 28 ‘ for the central portion, and widening out to 40’ again at the intersection with Grove Street once the Route 140 Relocation is constructed.
The landscape character through the portion is dominated by wetland systems flanking both sides of the roadway extending some 600’ from Corporate Drive. The initial 200’ provides attractive outward views of wooded and open marsh wetlands; beyond this point the landscape is compromised by several significant conditions.
The large (approximately 140’) open curb cut in front of Commuter Automotive and Mini Storage on the southern edge presents an unattractive gravel parking area devoid of landscaping.
Immediately beyond, the bridge/culvert crossing of Mine Brook is flanked by above grade sewer and water pipes on the north side, and concrete barriers along the southern edge in front of the former Brookdale Mill. Both sides of the road are framed by galvanized steel guardrail tight on the roadway edge; the Brookdale Mill itself has a single story storage shed which extends hard upon the right of way.
The existing bridge/ culvert consists of double approximately 5 ft. by 5 ft. stone boxes which were extended, raised and the top slab replaced, with what we assume was reinforced concrete in 1928. There is an approximately 5 foot wide sidewalk located on the south side with bituminous curbing and guard rail. Although not currently listed as a bridge, it meets MHD criteria for a bridge and therefore any rehabilitation, widening or replacement would need to be designed in accordance with the MHD Bridge Manual and go through MHD Bridge Section review process. Due to the nature of the existing structure, we do not believe that it is feasible to seismically upgrade the structure and provide crash-tested barriers that meet AASHTO and MHD criteria with out replacing the structure.
There are only small isolated sections of sidewalk through this section due to the physical constrictions posed by the above cited conditions. This section is both unattractive from a landscape standpoint and unsafe from a pedestrian accessibility standpoint.
The former Brookdale Mill (now Penthouse Sales Corp) is overall an attractive historic building with much potential should the property receive upgrades. The predominantly granite structure is a landmark unfortunately masked by the aforementioned storage shed fronting on West Central Street.
The frontage of the Edmunds Auto Body and Sales property opposite the Brookdale Mill is comprised of a 20’ wide (approximate) lawn panel, a 100 foot deep paved parking area devoid of landscaping, and a painted manufactured steel building beyond. This is in stark contrast with the well landscaped frontage and parking lot of the new daycare facility abutting this property, as well as with the informal lawn and landscaping of the Oliver Pond House which leads up to the intersection of Grove Street
| 
