1935-11-30 - Laserfiche WebLink

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MEMO REPORT November 30, 1935, Saturday Present:- tdiessrs. Duffy, Ellis, Kimball, Robinson and Sellars. A field trip was taken to study the locations and types, that is; over, at grade with the type of signal or underpass; crossings at the various intersections, together with the general terrain bordering the proposed routes for the Circumferential Highvray. At the Concord Turnpike it is evident that the new highway should overpass the turnpike and the diverting traffic will undoubtedly be of sufficient volume to warrant a full clover- leaf approach. In view of the considerable area necessary for the proper approaches, the proposed easterly route seems to fur- nish the most practical intersections. The northerly side is of hard ground at almost Turnpike grade while the southerly side shows part solid and part swampy land. No dwelling on either side. The idount Tabor Road crossing requires filling two water basin on the south side and not too good ground on the north. Probably at least one dwelling to be removed for ramps. Circum - Phe alternate northerly route crosses on the side of a hill and involves dwelling removal and does not appear at all ferential desirable. At Vreston Street the intersection would be at grade with Highway a blinker. The easterly layout provides fairly good ground with good vision three ways. The westerly route passes through swamp, a lagoon and culvert crossings. The traffic on Marrett Road and Mass. Avenue has diminished to such an extent that a grade crossing with blinker should prove satisfactory, especially if the vision is unobstructed. The easterly route meets all requirements most satisfactorily with level dir fair grade on the side approaches. The westerly layout appears especially dangerous due to the shielding of the vision on Mass. Avenue by the "Bluffs". The hailroad crossing offers the most difficult problem. The present underpass is at the lowest ground level and has a clearance of around eleven feet with standing water of over 24 hour duration. A further cut at this point would probably go below drainage level. There is opportunity for an overpass approximately 550 - 600 feet southeast of the underpass. The railroad. is now in a cut of perhaps 10 or 12 feet with a solid ground approach on the higher southerly side although at least two dwellings would probably be involved. The northerly side offers difficulties in the way of swampy land immediately beyond and at a considerable drop from the railroad. Bedford Street could probably be crossed at grade with a Stop and Go light. Completion of the proposed Lowell Turnpike will undoubtedly reduce the travel on this route by a material amount.