HomeMy WebLinkAbout1957-12-20PLANNING BOAT?D MEETING
' December 30, 1957
A regular meeting of the Lexington Planning Board
was held in the Town Engineer's Room, Town Office
Building, on Konday, December 301 1957 at 7:30 p.m.
Present were Chairman Grindle, Members Abbott, Burnell,
Jaquith and Soule and Planning Director Snow.
Consideration was first given to the petition of
the Nashoba Realty Trust to be heard by the Board of
Appeals later in the evening, said petition seeking
permission to erect a 2 -story hotel and restaurant in a
Lexington general business district and a variance to
locate said hotel abutting in part on a single family
residential district. In reviewing the plans for the
hotel the following points were noted: the building
would be located approximately 12-18 inches from the side
lines of the pronerty and 312-5 feet from the rear lines;
side windows would open out, probably over adjacent
properties; front doors would open outward onto a public
sidewalk; exhaust from heater room and garage would blow
directly= onto abutting properties; there would be no
apparent means of access to outside of building for
-maintenance purposes without trespassing on adjacent
properties; there would be no means of access from in-
terior to rear of building in case of emergency; ramp up
from garage to street would have no leveling area and
there would be no sight distance for vehicles before
crossing public sidewalk and entering onto right of way.
The Board considered the problems similar to those
which might arise with the erection of buildings located
directly on abuttinM property lines as well as the possi-
bility- of creating a central municipal parking area lo-
cated in the rear of the business properties in the block
fronting on Massachusetts Avenue, I•Jaltham Street and Vine
Brook Road. It was decided that the Board did not object
to a hotel being located in the central business district
but that the Board should point out the problems to be
considered in locating a hotel on this particular site,
including the creation of additional traffic problems on
very heavily traveled .,Tassachusetts Avenue so close to the
Mass.Ave.-Waltham St. intersection.
At 3:20 p.m, the Board adjourned its meeting to
attend the Board of Appeals hearing in Estabrook Hall, re-
turning to the Town Cffice Building at 9:45 p.m.
The Board then_ net with the Selectmen. to discuss, at
their request, the problems which might arise in accepting
BOARD OF
APPEALS
NASHOBA
MOTEL
STREET
as town ways those portions of Dane and Foster Roads
ACCEPTANCES
located within the Colonial Heights, Sec. 2 subdivision. '
-
It was noted in the discussion that between said sub -
DANE AND
division and the nearest town way there were sections of
FOSTER
Sherburne Roac and Dane Road which were private ways,
ROADS
that said sections needed to be surfaced with bituminous
concrete, and that betterments would be assessed if the
town voted to lay out said sections as town ways. It
was understood that the Selectmen would place articles
in the town warrant to see if the town would vote to lay
out and accept said private ways and that the Selectmen
would hol(i the necessary public hearings in regard to
the matter.
BILLS
The Planning Board returned to its meeting; at
10:15 pm. at which time it approved the following
bills which had been presented for payment: Royal=
McBee Corp., typewriter --:182.50; Graphic Reproductions,
•
Inc., white prints--x:3.60Samuel P. Snow, car allow-
ance for Decembers 1957, 20.00; mise. office supplies,
$3.48 --total w23.48.
SUN VALLEY Mr. Snow reported that all matters now appeared
SEC. 7 in order so that the Board could vote to release the
bond for work to be performed in Section 7 of the Sun
Valley development. ','hereupon, it was moved by Mr. '
Jaquith, seconded by Mr. Burnell, and unanimously
VOTED: to release the performance bond, dated
June 20, 1955, filed by DeVries Construc-
tion Co., Inc., as Principal, and Maryland
Casualty Co., as Surety, in the sum of
twenty-four thousand dollars - ($21,000) -
to secure the performance by the subdivider
of its agreement in the form of an applica-
tion, Form C, dated May 23, 19551 to com-
plete the work to be performed by the sub-
divider in the subdivision shown on the
subdivision plan entitled "Section 7 of
Sun Valley Lexington, Mass., owned by De -
Vries Construction Co., Inc.", dated May
2, 1955.
GREEN Considered next by the Board was the rough draft
VALLEY of a letter and a plan to be sent to Mr. Antonio Busa
SEC. 3 in reply to his request for approval of an extension
of Lillian Road in a southeasterly direction toward
Lowell Street. It was decided that the Board would
approve the extension of Lillian Road only for a dis-
tance sufficient to serve 3 lots, said lots apparently
being the onl�r one;, which could be connected to a town '
sewer located in a previously approved section of the
Green Valley development. The Board approved the in-
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formal plan showing required future access for an exten-
sion of Anthony Road to the Massimilla land and requested
that Mr. Snow prepare said plan in final form to accompany
the Board's letter. (See Addendum.)
Approved also by the Board was the draft of a letter
to be sent Mr. Gayer, Supt, of Public ',corks, and Mr. De -
Felice setting forth what the Board would require Mr. De-
felice to do in constructing Ann Street should the latter
wish to re -subdivide lots fronting on said private way.
(See addendum.)
Mr. Snow next presented for the Board's considera-
tion a print of a plan showing a proposal for subdividing
land of the Vine Brook Realty Trust fronting on Waltham
Street. I1r. Snow said that the plan, prepared by Miller
& Nylaneer, was based on previous suggestions made by the
Board (See Minutes of October 8, 1957), and that 4r.
Alfred P. Tropeano wished an informal opinion concerning
said plan. It was the opinion of some members that the
plan could be improved. However, it was decided that said
plan would meet the approval of the Board if prepared in
definitive form and that '14r. Snow was to so notify Mr.
Tropeano,
Mr. Snow reported on his conferences with Mr.
Gayer in regard to the cost of building a bridge across
Vine Brook to provide for the extension of Emerson Road
and an access to the proposed second section of the
Burnham Farms development owned by Mr. Mark Moore, Jr.
It was stated that Mr. Gager estimated that it would
cost approximate17 X12,000 to construct said bridge to
the specifications he would recommend as the Suoerin-
tendent of Public idorks. It was stated also that this
information had been conveyed to Mr. Moore and that he
wished to discuss his plan with the Board at its next
meeting. The Board then reviewed said subdivision plan
(referred to in the November 18, l" - 57 minutes) and the
value of the pronerty the Board wised to recommend the
town acquire from Mr. :Moore for a recreational develop-
ment along Vine Brook in conjunction with the North
Street gravel pit area.
It was stated that PMr. Moore intended that the
house numbered 113 Borth Street had an estimated value of
between $8,000 and ;:8,500 and that much of the land it
was recommended be acauired could not be used for residen-
tial purposes because of the town's flowage easements.
Considering this information it was suggested that it
would be a fair proposition if the town constructed the
bridge in exchange for said property recommended for ac -
ANN STREET
DeFELICE
VINE
BROOK
REALTY
TRUST
BURNHAM
FARMS
SEC. 2
qusition. The comment was made that if the decision
had not been made to locate a major town way, Emerson
Road, across what was formerly Burnham farm, Mr. Moore -
under the subdivision rules and regulations - would not
have been able to develop said farm land east of Vine
Brook without constructing a bridge and, in addition,
providing a second recognized means of access to the
farm land.
There was held next a general discussion of mis-
cellaneous matters before the Board, the meeting being
adjourned at 11:00 p.m.
Levi G. Burnell, Jr.
Clerk
ADDENDUM
Mr. -Antonio Busa
48 Lowell Street
Lexin7ton 73, :,lass.
Dear Mr. Dusa:
Jan.6,1958
The Board has studied. vour proposal for extending
Lillian Road southeaster l., towards Lowell Street as a
further extension of ,your Green Valley development. It
was decided that the Board would approve the extension
of said Lillian Road in a southeasterly direction for a
sufficient len_rth to serve three lots, these lots to be
connected to a town sewer now located in Anthony and
Lillian roads. It was further decided that the Board
would not approve any further extension of Lillian Road
until such time as there is nrovided a second recognized
means of access for said road.
Attached herewith please find a print of a plan
showing the limit to which the Board will approve at this
time the extension of Lillian Road. Please note that in
preparing a definitive plan that it will be necessary to
include in the southeasterly corner of Lot 4 of Green
Valles Section 2 and the southwesterly corner of the pro-
posed Lot 8 of Green Valle* Section 3 easements for pub-
lic travel. By providing for said easements the inter-
section of Anthony and. Lillian Roads will conform to the
1
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Subdivision Rules and Regulations at such time as Anthony
Road is extended to the land now owned by Massimilla.
Yours very truly,
LEXINGTON PLANNING BOARD
by Thomas S. Grindle, Chairman
December 24,1957
Consiccering the above waiver of the Board's Rules and
Pegulations, it will be greatly appreciated if you will give
Mr. DeFelice a written estimate of the cost of layin^, out
said war, sending a copy* of this estimate to the Planning
Board.
Sincerely yours,
L .K7_NGTOP? PLAN''ING BOARD
TSG:b by Thomas S. Gri_ndle, Chairman
cc: Mr.7rank ?'eFelice
65 Taft Ave.,Lexington
]Jr. Richard J. Gayer,
Superintendent of Public 'Works
Lexington 73 Mass.
Dear Mr. Gayer:
Mr. Frank DeFelice owns a parcel of land at the north-
westerly corner of Taft Avenue and Ann Street, said parcel
comprising lots ;103, 109 and 121+ as shown on Block Plan
#55 in the Town Engineer's office. Por. DeFelice wishes to
divide this property so as to create two new lots, one of
which would have approximately 56 feet of frontage on Ann
Street. The dividing of this property in this manner is a
'
subdivision as set forth in the amended State Enabling Legis-
lattb.on and will necessitate the laying out of a portion of
Ann Street to service the proposed lot on said street. If Mr.
DeFelice decides to lay out Ann Street, the Board has agreed
that portions of the Rules and Regulations of the Board will
have to be waived in this instance only to the following
extent:
A. That Ann Street be laid out a distance of 120 ft.
from the northeasterly side of Taft Avenue and at
the end and adjacent to said layout there be provided
a temporary t�?rnaround 1}0 £t. in diameter;
B. That no drains need to be laid in Ann St.;
C. That Ann Street need not be surfaced with bituminous
concrete.
Consiccering the above waiver of the Board's Rules and
Pegulations, it will be greatly appreciated if you will give
Mr. DeFelice a written estimate of the cost of layin^, out
said war, sending a copy* of this estimate to the Planning
Board.
Sincerely yours,
L .K7_NGTOP? PLAN''ING BOARD
TSG:b by Thomas S. Gri_ndle, Chairman
cc: Mr.7rank ?'eFelice
65 Taft Ave.,Lexington
I
Annual Report of the Planning Board for 1957
To the Citizens of Lexington:.
In accordance w9th town regulations, the Planning
Board hereby submits its report for 1957. It recommends
to the citizens a careful reading of excerpts from the
report of the Planning Director, Samuel P. Snow. He is
rendering valuable service to the town. His advice and
services are sought continually by citizens, property
owners and various town boards and committees to help
solve the planning problems of Lexington.
1957 has been a year in which considerable progress
has been made in both administrative and planning functions
of the board. A regular schedule of established office
hours is being maintained by the Planning Director. During
these hours, the Planning Director is available for confer-
ences relative to planning matters, many persons taking ad-
vantage of this opportunity. Part-time assistance was en-
gaged to help in preparing a preliminary, long-range plan
for Lexington.
The resignation of Alan Adams as a member of the Board
was received during the year. In accordance with the vote
of the town meeting Nov. 19, 19561 this resignation auto-
matically reduced the membership of the board from six to
five. Mr. Adams had been a member of the Board for eight
years and chairman for six years. His knowledge of the town
and his keen interest in the proper performance of the Board's
functions made a valuable contribution to its effectiveness.
In addition to special assignments seventy-two regu-
lar and, special meetings, including two public hearings
have been held during the year. Among the major matters
which the Board has studied or acted upon during the year
are the following:
1. Major street plan proposals including relocation
of Watertown and Spring Streets connections with
Route 2 and the Wood Street -Bedford Street connec-
tion road.
2. Street and Recreation options.
3. Approval of 11 definitive subdivision plans in-
volving a total of 173 lots, and 2 modifications
of definitive subdivision plans.
' 4. Traffic conditions.
5. Regional Shopping Center at Route 2 and Spring Street.
6. Board of Appeals notices - action taken on 25 edses.
7. Applications for Planning Board jurisdiction - 107
determinations made.
8. Hearings and approval of plans for the Associates
Realty Trust Motel at Marrett Road and Route 128.
9. Proposals of the Boston National Historic Sites
Commission.
The Planning Board now faces many difficult and technical
problems that did not arise so frequently in the past. This
situation has been brought about, in part, by the submission of
proposals to subdivide land utilizing irregular parcels of land
that were formerly by-passed and to which access has been
difficult. For the future protection of the town the Board
has the Planning Director devote a substantial part of his time
to these proposals so as to obtain possible developments of
such areas.
The Planning Board wishes to express appreciation of
the cooperation and assistance which it has received from the
citizens and officials of the town.
Respectfully submitted,
gel >
Thomas 5. Gri''n *le, Chairman
-Charles T. Abbott
LeviG.'Burnell, Jr.
t4l,x - L
Wilbur M. Jaqu
R rd Soule
1
1
I
REPORT OF THE PLANNING DIRECTOR
December 31, 1957
Lexington Planning Board
Lexington, Massachusetts
Gentlemen:
My 1957 annual report is presented to you in the form
of a summary of my observations and recommendations and
of the work accomplished while I have been Lexington's
Planning Director, the report supplementing information
found in our previous accounts covering this three-year
period and extracting considerable material from Lexing-
ton's long-range development plan. My report is pre-
sented in this form with the thought in mind that you may
wish to transmit it to the citizens of Lexington as an
introduction to said plan which is being completed for
your consideration and for presentation in its preliminary
form.
Introduction
In general, planning boards have found that there are
two different means employed in obtaining a so-called
master plan. One course of action frequently followed
is that of a town appropriating a sum of money and employ-
ing a consultant to prepare what is sometimes referred to
as a "package" plan. A second procedure is that of having
a town planning staff prepare a comprehensive plan.
The first means of obtaining a plan is a fine one
where there is little likelihood of a community having a
resident staff of its own. As is most often the case,
however, there is little public participation in the
preparation of a plan submitted by a consultant and fre-
quently little knowledge of the plan's contents. In. such
an instance, how to effectuate the plan is the problem
confronting a planning board. If the plan is used or
modified to fit changing conditions, it will generally
point the way to real community development.
Undoubtedly, however, the second means of obtaining a
plan is the best one for a town. Instead of appropriating
a sum of money for a plan, most of.its cost is paid for
with salaries for the staff. Working with individuals
and agencies of a town government and with the public as
partners in an enterprise, much duplication of effort is
eliminated while a plan is created, not as a single event
but as all factors and ideas that are germane are
gathered, considered, and analyzed with the greatest of
care. As decisions emerge portions of the plan are put '
into effect immediately. Under such a process a plan be-
comes a living thing, a growing and changing aggregation
of projects all consistent with each other and each sur-
viving in the plan by virtue of its: inherent merits and
with harmony with the rest."
With the Town's endorsement of the reoommendation to
follow the latter procedure, the Board employed a plan-
ning director in September, 1954 and gave serious study
to the preparation of a long-range comprehensive plan
for Lexington. There was prepared an outlin.e which
enumerates the many matters which the Board believes it
has to consider in. accepting the full responsibilities
of a planning program, a bold program, one entailing a
tremendous amount of work, and one encouraging citizen
participation in planning. Among the proposals con-
sidered, it was decided that the plan should revolve
around the following principal studies:
1. Population
2. Economic Base
3. Land Use and Conservation
4. Street System
5. Transit and Transportation System
6. Parking '
�(. Public Utilities and Related Service Problems
$. Recreation and Public Open Spaces
9. Public Buildings and Civic Appearance
10. Planning of Residential, Business and Industrial
Districts
11. Architectural Plan
12. Zoning
13. Land Subdivision Regulation
14. Building Code
15. Long -Range Financial Plan
Population and Related Studies
To obtain some idea of the rate of Lexington's growth
and its possible implications, the first studies under-
taken were those of population data. This was done with
the understanding that in any community the size, growth,
and distribution of present and future population are major
factors in determining the proper type, amount and loca-
tion of public facilities and improvements, and in plan
nin.g the same, so that they will continue to serve citizens
adequately and efficiently. One example of the importance
of this data in. determining, for instance, educational and
recreational services can. be found in Lexington's 1955
census figures. ,
The numbers of school and pre-school children were
arranged by ages in.to three 6 -year groups: pre-school,
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through. the age of 5 years; elementary school, from
age 6 through 11; and the junior -senior high school
group, from age 12 through 17. Of the latter group, there
were 1508; of the elementary school age, 2570; of the pre-
school group, 2896. Assuming that these figures remain
constant, it is estimated that by 1961 there will be about
a 70 percent increase in the number of junior -senior high
school students over the 1508 in this age bracket in 1955
and approximately a 13 percent increase in the number of
elementary school pupils over the 2570 -there are in this
age group. Similarly, it is estimated that by 1967 there
will be about a 92 percent increase in the number of
junior -senior high school students in this age class in
1955.
In -Migration
Other aspects and characteristics of Lexington's present
and future population are indicated in a study of migration
into Lexington, from 1953 through 1956, of persons twenty
years of age or older. It appears that if trends for this
period hold steadily, Lexington can expect about 1300 to
1550 new adults moving into town each year. Comparing the
age groups of these in -migrants with 1950 census data, it
is immediately evident that Lexington is tending more and
' more toward a younger adult population. The 1950 census
showed that about 39 percent of the adults were 39 years
old or less, whereas the percentage of in -migrants in this
same age group rose from approximately 66 percent in 1953
to about 69 percent in 1956.
Again comparing the 1953-1956 in -migration study with
the 1950 census data, indications are that Lexington is
becoming more and more a residential area for professional
and technical people and less and less a place of residence
for service and operative workers. There has been a
corresponding but less of a drop in the percentage of Lex-
ington residents who are grouped in the so-called crafts-
men -foremen category. To cite an example of this occu-
pational trend, the study showed that of those who moved
into Lexington from Greater Boston from 1953 through 1956
about 33 percent were in the professional and technical
category, 66 percent representing the total percentage of
white collar in -migrants from the same area.
Rate of Growth
In conjunction with rate of growth studies, estimates
have been made of the number of inhabitants Lexington will
eventually have under present existing zoning by-laws and
' of the approximate years in which most of the total possible
dwellings in. this town will have been constructed. Of
Lexington's total area of 10,650 acres, about 4180 have been
12-31-57
developed. If the estimated area needed for schools, '
recreational areas, commercial and governmental use is
deducted from the gross area available for development,
there will probably be about 7280 more dwellings built in
town. Using a ratio of about 3.8 persons per dwelling
unit, it is estimated that the number of people which could
be housed in these new units would be approximately 27,700.
If this number is added to present population of the town,
Lexington will eventually have about 50,000 residents.
When will Lexington have a population of this number?
Perhaps earlier than most people realize. This town's
rate of growth is following a trend of increasing accel-
eration, especially in the 1940-55 period. If it is
assumed that the rate which has been in. effect for this
fifteen -year period will continue, it is estimated that
Lexington will have a population of about 40,100 in 1965
and reach 50,000 before 1970. If, on the other hand, it
is assumed that the town's rate of growth will remain
steady at an annual increase of approximately 1006 persons,
then it will be 1984 before most of the total possible
dwellings will have been constructed in Lexington.
Economic Base
Very intimately connected with studies of population '
data are those of the economic base of the community.
Such studies are essential not only in forecasting the
growth of the community and the facilities and land that
will be required for various purposes but also in formu-
lating a sound program for development of the economic
resources of the community. Much of the pertinent in-
formation needed for formulating such a program has been
obtained by studying census and department of commerce
data and, as will be noted later, by studying all the
land in Lexington. A general proposed land use map is
now being prepared for your consideration. It is recom-
msnded tta tone of the next steps taken, in conjunction
with the preparation of a detailed plan of proposed land
use, be the formulation of a program for strengthening the
economic structure of this town.
Land Use and Conservation.
In the preparation of a long range plan for the town,
one.of the studies emphasized has been that of Lexing-
ton's land uses and natural resources and the preparation
of a program for protecting and developing these lands
and resources. Particular attention. has also been, given
to relating this study and program to a similar one con-
cerning this town's recreational needs and open spaces. '
In carrying on these studies I believe I have examined
every parcel of land in Lexington noting its condition,
12-31-57 -3-
use, and potentialities. 'chile there are some areas of
the town which. may have been badly treated or developed
without forethought, my inventory of our remaining natural
resources indicates that, for the moment, they are greater
in number than perhaps is realized. It should be our ob-
jectives to maintain, improve, and prevent waste of these
resources to insure a distribution among our townspeople
of the benefits which come from these resources, and to
protect these resources for future generations.
Street System
One of Lexington's greatest immediate needs is the prep-
aration, of a major street plan. Among the reasons this is
so are the facts that the town's existing street system
encourages lotting and buildin§ along all the streets
leaving what might be called; backland" unused, that
access is becoming increasingly difficult to much of this
remaining land suitable for real estate development, and
that the secondary street system, until very recently, was
being planned piecemeal by land subdividers and not by the
Planning Board. As I mentioned last year when discussing
subdivision plans in my annual report, a major portion of
my time in administering the subdivision control law has
been devoted to studies relating developers' proposals for
' subdividing land to neighborhood and major street plan
concepts. I would like to emphasize one of the points
mentioned in that report, adoption of these studies as
Board recommendations and compliance by the land developers
has meant that other parts of the long-range development
plan for Lexington have been effectuated.
A preliminary major street plan has been completed. The
term preliminary is used for the reason. that adjustments
probably will have to be made after the State Department of
Public Works reaches final decisions in regard to the re-
location and re -design of Routes 2 and 3. I have dis-
cussed the plan in detail with representatives of said de-
partment. As you will .recall, the plan. has also been used
as a basis for a joint conference of the Selectmen, Plan-
ning Board and Associate Commissioner of the Department in,
regard to a number of problems of concern to Lexington. In
the meantime the preliminary plan is serving as a frame of
reference for detailed studies of street intersections and
the obtaining of options for points of access for new
streets.
Recognizing that it would take too long to give a de-
tailed report of the studies made, facts obtained, and
recommendations made in the street plan, following are some
' of the points of paramount interest found therein. These
points are presented with the realization that without the
use of diagrams, charts, maps, etc., it is difficult to
12-31-57
show the relationship between data and the full signifi-
cance of the plan itself.
Lexington's road structure is such that at present the
town is confronted with the following situations: A star-
shaped hub of roads converging on Lexington Center through
which large volumes of traffic must pass because it is the
only central exchange point where automobiles can transfer
from one road to another; two through roads, Lowell Street
and Concord Avenue, which are local in character because
of the lotting of land fronting on these ways; a partial
circular bypass, Marrett Road and other portions of Route
2A, between Arlington and the Bedford air base; two
superhighways which increase Lexington traffic volumes on
roads leading to interchange points.
Traffic - Town Center
In order to develop a road system which will be adequat
and safe for Lexington and which will improve upon the
situations set forth above, it was necessary to study the
essential elements of the town's traffic, these being that
which travels.only within Lexington., that which travels
from Lexington to other towns and returns, and that which
passes through Lexington going from one town to another.
This was done by making a survey in such a manner as to '
determine the distribution pattern of all traffic entering
and leaving the town center, by counting and indicating the
direction of traffic at all the important street inter-
sections in town, and by making a mail questionnaire survey
asking Lexington residents where they drove their cars on
a typical day.
On the town center survey date 41,345 vehicles were
checked either entering or leaving the center between 7:00
a.m. and 7:00 p.m. Of this total number of vehicles, 88.5
percent were autos and 10.5 percent were trucks. A graph
of volumes of this incoming and outgoing traffic for each
quarter hour shows three significant phases:
1. An extremely sharp peak, rising very rapidly from
about 300 vehicles per fifteen. -minute period at 7:00
a.m. to approximately 700 vehicles.for a similar
time interval at 7:45 a.m., then descending sharply
at first but leveling until a volume of about 350
vehicles per fifteen minutes is reached at 9:30 a.m.;
2. A quite steady level of 350 vehicles per fifteen -
minute period from 9:30 a.m. to 2:15 p.m. with the
exception of a quick rise to over 400 vehicles for
the period from noon. to 12:15 p.m.; '
3. A final phase of traffic, rising evenly from 350
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-4-
vehicles at 2:15 p.m. to a level of about 650
' vehicles per fifteen -minute period from 4:45 P•m-
to 5:30 p.m., falling steadily until 6:30 p.m.
when volumes return to 350 vehicles for a fifteen -
minute period, and then rising again as the evening
traffic begins.
The graph of volumes also shows the number of vehicles
found in the town center at one time, the number rising
somewhat steadily from 7:00 a.m. to 9:00 a.m., continuing
to rise but at a less rapid rate until 11:45 a.m., varying
from 340 to 360 vehicles until 2:30 p.m., dropping at the
fifteen -minute period after that to 280 vehicles and then
remaining constant un.til 4:45 p.m., rising sharply after
that to about 330 vehicles, dropping steadily to 60 vehicles
at 6:30 p.m., and rising again with the influx of evening
traffic
Studies of the distribution of traffic entering and
leaving the Lexington center indicate that 88 percent of
the volume may be classified as through traffic, a
vehicle passing through the survey boundaries to the
high school,. for instance, being so classified. The data
from sets of analyses charts for each street entering the
center were combined with the results of the outlying
' streets volume counts and the trip questionnaire survey of
Lexington residents to establish the approximate volumes of
traffic the construction of a road adjacent to the center
could divert. To point out how important such a road
could be, the survey counts reveal that, of the 4640 through
vehicles whichh entered the town center from the Massachu-
setts Avenue -Woburn Street intersection, 46 percent went
through to Bedford Street. Likewise, of the through
traffic leaving the town center via said intersection, about
49 percent came from Bedford Street. There is the possi-
bility of diverting a great number of these vehicles,
eventually reducing by one half the volume of Lexington
Center traffic.
Traffic - Outlying Intersections
Some insight into other traffic problems at the inter-
sections of outlying town roads can be had by including
several examples of conditions found at later dates when
obtaining traffic counts which were related to the town.
center survey. For instance, one of the most heavily
traveled streets„in Lexington outside of the town center
is the section of Massachusetts Avenue between. Pleasant
Street and Marrett Road. Volumes of traffic on -this
section of road average 12,000 vehicles between 7:00 a.m.
' and 7:00 p.m., vehicles numbering asmny as 2000 perhour
during the peak periods of travel. During these periods
the street is badly congested with traffic, especially at
the Pleasant Street-Follen Road intersection. It probably
12-31-57
has been evident to many that this intersection is badly '
in need of re -design.. Vehicles pass through this inter-
section. from 5:00 to 5:15 p.m. at the rate of 2100
vehicles per hour.
Farther along Massachusetts Avenue at the Maple Street
intersection. the traffic pattern has a notable aspect.
Traffic studies indicate that at certain times, in
addition to the numbers of vehicles on. Massachusetts
Avenue, there is a large movement of traffic on Maple
Street, almost exclusively from the Lowell Street direc-
tion between 7:15 a.m. and 7:45 a.m., and from the
Massachusetts Avenue direction from 5:15 p.m. to 5:45 p.m.
At the other end of Maple Street at the Lowell Street
intersection, traffic studies show that on the latter
street the number of vehicles traveling in both directions
is relatively small and approximately the same throughout
the day except for the peak periods of morning and evening
traffic. In the morning there is a somewhat larger number
of vehicles traveling from tho Woburn Street than from the
opposite direction, the traffic pattern reversing itself
in the evening.
On the survey date, 10,682 vehicles were counted
passing through the Waltham Street-Marrett Road intersec-
tion from 7:00 a.m. to 7:00 p.m. The largest amount of
travel was found to take place on Waltham Street just
wouth of the intersection, on Marrett Road west, on. Wal-
tham Street north, and on Marrett Road east, in that
order. The greatest number of vehicles go through the
intersection without any turn movement. There is, however,
a dominant movement of vehicles between Marrett Road west
and Waltham Street south.
At the Spring Street -Bridge Street-Marrett Road inter-
section counts indicate that the greatest number of turn
movements take place between Spring Street and Marrett
Road just east of the intersection, and the next largest
between Spring Street and Marrett Road west. In my judg-
ment this intersection is the one in Lexington most badly
in need of design. For example, the sight distance is
almost zero for westbound traffic on Marrett Road desiring
to cross the eastbound lane on said road and enter Spring
Street.
A total of 11,983 vehicles were counted entering the
Massachusetts Avenue-Marrett Road intersection during the
twelve-hour survey day. The primary movement of traffic
here is on Marrett Road between Route 128 and the Bedford
air base, as many as 1700 cars traveling on this section ,
of road between 7:30 a.m. and 8:30 a.m. and again between
4:15 p.m. and 5:15 p.m. During the peak period of travel
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' in the morning it appears to be
the relatively small volume of
Avenue to make left hand turns
line of traffic which. forms in,
bound lane leading into the air
-5-
almost impossible for
traffic on Massachusetts
across the continuous
the Marrett Road northwest -
base.
Further along Massachusetts Avenue at the School Street
intersection the daily volumes of traffic were found to be
what might be considered normal except for one period in
the morning and another in the evening when the number of
vehicles, especially on School Street, reached peaks al-
most equal to half the total number of vehicles counted
from 7:00 a.m, to 7:00 p.m.
Origin - Destination. Survey
The results obtained from an origin -destination survey
were remarkable in many ways. Using a directory of Lex-
ington residents twenty years old or over, and supplemen-
tary information, a questionnaire was mailed to every
tenth household in the town asking the residents where
they drove their cars on the survey day. Upon plotting
the location of each of these households on a map, the
planning staff was pleased to note that a very even
geographic distribution of residences had been obtained.
What pleased the staff most was Lexington's 70 percent
'
return of completed questionnaires. It is understood that
a 25 to 30 percent return is considered to be unusually
good.
. Based on the sample obtained, it is interesting to note
that five percent of Lexington families have no car, about
65 percent have one car, approximately 28 percent have two
cars, and 2.2 percent have three or more. Commercial
vehicles, trucks, etc. were not included in the sample.
In studying the external trips map prepared from the
origin -destination survey, it is immediately evident that
for Lexington drivers the major town exit and entry points,
In descending order of importance, are Route 2 at the
Arlington line, Waltham Street at the Waltham line, and
Summer Street at the Arlington line. Secondary exit and
entry points for the same drivers, in the same order of
importance, are Waltham Street at Route 2, Bedford Street
at Route 128, Concord Avenue at the Belmont line, and
Watertown Stredt at the Belmont line. There appears to be
very little movement of traffic on the part of Lexington
residents from this town to Lincoln, Bedford, Burlington,
Woburn. or Winchester except that which may occur through
the points just noted.
'
The dominant characteristic of in -town trips is the
extremely large movement of Lexington automobiles between
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the town center and every other area within town. Except
for this movement, the number of vehicles traveling be- '
tween areas within. town is small and not very significant.
Through a process of deducting the traffic generated
by Lexington vehicles from the traffic actually found on
the town roadways, it was possible to determine volumes of
through traffic in Lexington. From the tabulated results,
it is evident that through traffic forms the greatest per-
centage and highest volume of travel on major Lexington
roads. Since the primary access points for traffic either
originating or terminating in Lexington are on the souther-
ly and easterly boundaries of the town, the percentage of
through traffic will be even higher on those roads leaving
Lexington on the northerly and westerly sides of town.
Both the through traffic and the Lexington generated
traffic are forced to travel over the same road network,
much of the total volume being funneled through the town
center because of a lack of alternative routes.
Traffic Accidents
A study of traffic accidents is one of the most important
components of a traffic survey, assisting in determining
the relative adequacy of road and intersection design and
in setting forth other data which can be used in a program ,
for accident reduction. From information kindly supplied
by Chief of Police Rycroft, a study was made of accidents
in Lexington from 1952 through 1956. These accidents in-
cluded those which occurred on Routes 2 and 128 and tend
to make the conditions found to exist seem worse than they
really are Taking this fact into account, the situation
is still one which, in my opinion, deserves serious consid-
eration.
Not only are accidents increasing in numbers, the rate
Is accelerating each year. A steady increase of five or
ten percent might be expected each 79ar. However, when
the rate jumps from zero percent to 34 percent in. four years,
it would appear that some remedial action is necessary. If
accidents continue to rise at the rate established in Lex-
ington between 1952 and 1956, it is expected that there
will be as many as 1300 in this town in 1958.
In police files, accidents are classified into three
different types: those involving a motor vehicle collid-
ing into another vehicle (MV -MV), those involving a motor
vehicle colliding into a fixed object such as a tree or
wall (MV -FO), and those involving a motor vehicle hitting
a pedestrian or cyclist (MV -PED).
MV -MV accidents are increasing in numbers and percent- ,
age.indicating that there are proportionately more motor
12-31-57
M
' vehicles colliding into other motor vehicles.
MV -FO atald6nta'are also increasing in numbers but form a
decreasing percentage of total accidents in Lexington.
The number of cars hitting pedestrians and cyclists has
remained somewhat the same with a consequent decrease in
percent of the total.
It appears also that between 40 and 50 percent of all
accidents involve an. injury. In 1956, drivers involved in
MV -MV or MV -FO accidents had a 46 or 47 percent chance of
either injuring themselves or someone in. another car. In
the same year, of those who were hit by a motor vehicle
while walking or cycling, 94 percent were injured, this
being the highest rate in the past five years.
Future Roadway Needs
The development of a comprehensive road plan for the
Town of Lexington must inevitably recognize the influence
of external sources of traffic generation upon Lexington
roads. It is understood that two of the most important of
these sources are the location of superhighways through or
adjacent to this town and the development of the towns
immediately adjoining Lexington. Even though the State
Department of Public Works has informed this town where it
is planned to locate interchanges to the proposed limited
access highways, it is difficult to determine to what ex-
tent traffic originating outside of Lexington will use
these interchanges and so increase the number of vehicles
on town roads connecting with said interchanges. It is
also difficult to assess the impact of future traffic from
the second -named source because of the lack of knowledge
of data and long-range plans for adjacent communities. Any
prediction, therefore, of future traffic volumes resulting
from external sources must be very general in nature.
As.a general guide in estim ting future flow of vehicles
on highways, the State Department of Public Works has found
that traffic has increased in recent times at the rate of
five percent per year. This rate is based on an average
of mancounts taken over the years and is subject to
variations
ons on particular roads. Using this rate and 1975
as the average year it is estimated Lexington will be
fully developed, a rough idea of what future traffic
volumes could mean to Lexington can be obtained from the
table set forth below._
1
12-31-57
Number of
Intersection 1957
Massachusetts Avenue -Pleasant Street
On Pleasant Street 80000
On Mass.Ave. toward Maple St. 125000
Waltham Street -Concord Avenue
On Waltham St. toward Waltham 5,000
On Concord Ave. toward Belmont 39000
Bedford Street -Harrington Road
On Bedford St. toward Bedford 9,000
Vehicles*
1975
15,200 ,
22,800
9,500
5,700
17,100
as Passing a counting station in both directions from 7:00
a.m. to 7:00 p.m.
From the general estimate set forth above, it is clear
that conditions.could become intolerable long before Lex-
ington reaches its maximum stageof development. There
is no question that new roads will have to be built and
some existing roads widened. It -should be pointed out,
however, that there is a general agreement a street widen-
ing is not a cure but a palliative. For instance, in-
creased business attracted by the wider street is a
traffic generator that automatically uses up the additional
facilities provided, acid then you are "as you were" - and
something else has to be done. Highways, while serviceable
for a longer period, must go through the same process.
Witness what has happened to Route 128'with the industrial
development which has taken place along numerous sections
of this highway. It must now be widened one lane in each
direction.
When Route 2 and subsequently Route 3 are re -located
and re -designed, most of Lexington will essentially be
ringed with roads access to which may be had only at two
or three points on Route 2, one point on Route 3, and two
points on Route 128. The highest volumes of Lexington
traffic will no doubt be found on the roads leading to
these access points. The problem with which Lexington is
confronted is that of adopting a series of measures de-
signed to protect the major connecting roads from excessive
co mmercial and residential development which would, if
uncontrolled, tend to obstruct travel over these roads and
produce unsatisfactory traffic situations. If unlimited
access is allowed, then there will be no alternative in
the future but to purchase for widening as traffic becomes
more and more congested. The best and most feasible
methods of avoiding such an occurrence is to plan for
proper land use and the building of limited access roads
in the future.
1
1
12-31-57
Ofd
Elements of the Master Road Plan
Three general principles were followed in preparing a
road plan complementary to the one already existing. The
first principle was that of establishing a general north -
south road pattern. in accordance with the volume demands
indicated on the projected origin -destination volume map.
The second was that of providing a semi -circumferential
system for town roads as well as for neighborhood collector
streets. The third principle was that of providing roads
parallel to Routes 2 and 128 to act as collector roads in-
tersecting major thoroughfares leading to traffic inter-
changes.
Primary emphasis has been placed on the proposal for
two major tow roads to be located generally to the east
and west ofth e Massachusetts Avenue -Bedford Street axis.
The proposed east road starts at a junction with Route 2
at Watertown Street, crosses the townin a circumferential
manner joining Grove Street, crosses Bedford Street, and
connects with Wood Street. This east road, or thorough-
fare, would serve the demands for east -west travel as shown.
on the origin -destination map. The proposed west road,
which would also serve the great demand for east -west
bravel, follows the general alignment of the previously
Worthen Road but extends beyond the Bedford Street junction
and crosses Route 128 before connecting with the town. of
Bedford. In my opinion, terminating Worthen Road at Bed-
ford Street, and as a consequence directing large volumes
of traffic onto the latter way, is not a satisfactory
solution to the problem it is understood Worthen Road,
when completed, was intended to solve.
The locations of both east and west roads were selected
to cut the existing star -like pattern of roadways emanating
from the town center and to go through lands which are
presently vacant and amenable to the location of new roads.
The proposed locations were selected also to avoid steep
grades and poor sight distances, and, in the majority of
cases, to cross existing roadways at right angles. Road
wid.ths and access restrictions were developed to serve
best the expected numbers of vehicles on and the land use
along the proposed major roads as well as to prevent too
many access points which would create excessive danger to
motorists.
The only other inter -neighborhood road proposed at this
time is one which would be located parallel to Route 2,
would begin at Spring Street, cross Waltham and Allen
Streets, and terminate at the proposed extension of Worthen
Road. The proposed inter -neighborhood road would serve as
' a major collector road for residential areas between Route
2 and Marrett Road.
12-31-57
Several neighborhood collector streets are shown on
the preliminary road plan.. For the most part these are ,
designed to provide access to neighborhoods in such a
manner as to provide continuous alignment. One example
of such, a road is one proposed to connect Constitution
Road with Bedford Street via Garfield Street. Most of
the other neighborhood collector streets are much shorter
In length and are located to connect existing residential
areas with the new road system. As more and more land is
developed it will be necessary to program new neighborhood
collector streets to connect with the road system.
In many ways the preliminary road plan presented is
not new or radical. Prior to the development of this plan
one major town road and several new street proposals had
been suggested and partly investigated. In the preparation
of the new plan. these previous recommendations have been
evaluated in the light of the comprehensive studies under-
taken., and incorporated where it was thought they would
meet or could be adapted to the existing and projected
needs of Lexington.
It is not expected or intended that the roads recom-
mended on the plan will come into existence within the
next few years. What is intended is a gradual yearly de-
velopment of the system on a project basis and with the
least possible cost to the Town. To bring about such. an '
accomplishment, it is recommended that the following steps
be taken:
1. That a policy be adopted which recognizes different
road types and functions with consequent differing right-
of-way and roadway design requirements, and that this
policy be incorporated into the Rules and Regulations
Governing the Subdivision of Land in Lexington;
2. That a preliminary master road plan be adopted based on
such a policy and in accordance with the map presented;
3. That said master road plan. be put into effect by a com-
bination of the following means;
a. By requiring that persm s subdividing land prepare
subdivision plans so that they comply with the master
road plan, providing required right-of-way and pave-
ment widths with compensation. allowed by the Town
for right-of-way widths in excess of 70 feet and
pavement widths in excess of 24 feet;
b. By purchasing, in necessary instances, rights-of-way
to insure locations of crossings of existing road- '
ways and access to rear lands, with construction of
roadways by the Town and costs assessed to the
abuttors on a benefit ratio basis;
12-31-57
c. By using so-called Chapter 90 funds wherever
' possible;
4. That the principle of a limited access roadway be applied
to those roads leading to traffic interchanges on major
state highways and in other areas where required;
5. That. a study of accidents at key intersections be under-
taken. and combined with existing traffic counts with
the object of preparing a program for construction of
channelization and other devices designed to reduce
accidents and ameliorate congestion and traffic hazards.
Recreation and Public Open Spaces
Another one of the more important matters concerning
which the Board decided to give consideration is the organ-
ization of a comprehensive system of public open spaces
for recreation in proper relation to all other elements
that comprise the Town. In studying Lexington's existing
recreational areas it was noted that they were inadequate
in number, area, and facilities, and that they were not
conveniently accessible to many of our residents, children
in particular. In this section of my report I am amplify-
ing this statement further by discussing my understanding
of some of the problems as they exist and setting forth a
'* selection of recommendations found in the preliminary long-
range park and recreation plan for Lexington.
The largest area in town now set aside for recreation.
purposes is a single tract of land including what is known
as the Center Playground, an area of land along the south
branch of Vine Brook toward Middleby Road, and the town.
dump. Most of this land was acquired in 1895 from the Lex-
ington Water Co. At the Annual Town Meeting in 1905 it
was voted to accept the report of a committee appointed
to make a study of this land, said report recommending the
retaining of this land and developing it into a playground
and "public pleasure grounds."
It is understood that about five years ago the Planning
Board, on the basis of certain studies, decided to recom-
mend the laying out of a town way, now known as Worthen
Road, beginning at Bedford Street, crossing Massachusetts
Avenue, part of the.area described above, Waltham" Street,
and Marrett Road, and terminating at Plesant Street near
Route 2. In keeping with this decision, and as part of
Lexington's master road plan, I have made a study of the
extension of the existing section of Worthen Road from
Massachusetts Avenue to the partially completed segment of
' Worthen Road northwesterly of Waltham Street. Before this
study was made it was recognized what effects any major
town road cutting through the centar playground would have
12-31-57
on the area. Accordingly I have made a study of the '
general center playground -high school area as well as
all the vacant land between Park Drive and Marrett Road,
preparing a preliminary land use plan for the develop-
ment of recreational and educational facilities along the
entire length of the south branch of Vine Brook.
It is proposed that the extension of Worthen Road cross
the northwesterly end of the playground next to Lincoln
Street to a point close to the foot of the higher land
comprising part of the Hayden Recreation Centre, continue
across a corner of said Centre's land and past the south-
easterly end of the high school football field, and con-
nect to the segment of Worthen Road partially completed
at the base of Loring Hill. It is proposed also that Park
Drive from Lincoln to Clarke Streets be abandoned and that
Park Drive be extended from the latter street southeast-
wardly along Vine Brook across Middleby Road to connect
with the old reservoir lot. These proposals are made with
the idea in mind that arrangements could be made wherein,
perhaps with other considerations, the land bounded by
Lincoln Street, the extension of Worthen. Road, and exist-
ing Park Drive could be conveyed to the Centre in exchange
for the southeasterly corner of its property to be used
for Worthen Road. The Centre would then have additional
area for facilities fronting on. Lincoln. Street and be
able to have, from the extension of Park Drive, access to
the rear of its property where i may be desirable to pro-
vide for outdoor recreational activities. Re -channeling of
a section of Vine Brook from Clarke Street southeasterly
along the extension of Park Drive would enable the Town to
replace playground land lost in the laying out of Worthen.
Road, and also to add additional land for recreational
facilities in the area where it is needed most.
As shown on the land use plan referred to above, it is
my recommendation that ultimately all the center playground
land bounded by Lincoln and Waltham Streets and the exten-
sion of Worthen Road be transferred to educational use,
and that this playground land be replaced by purchasing
all the vacant land between Marrett and Middleby Roads.
This recommendation is based on my opinion that the new
high school building Lexington is going to need should be
located at the end of Clarke Street in. a similar relation-
ship to that street as that which now exists between the
present high school and Muzzey Street. Both buildings
would then be located at the townts geographical center
and the citizenst attention, interest, and support devoted,
as I believe it should be, to one Lexington High. The re-
maining lands between and adjacent to the two buildings
could then be developed for athletic and other needs of ,
the high school. While I have not prepared a detailed
site plan for such a scheme, the arrangement of lands and
buildings ought to be one of advantage, simplifying ad-
12-31-57
-9-
There is an opportur.-"-y in the area contiguous to the
old reservoir and on the land between Marrett and Middleby
Roads to develop an especially fine town recreation area.
In addition to the reservoir itself there is a very fine
large and flat area - where, incidentally, the outlines
of an old race track are still evident - on which to de-
velop a series of excellent athletic fields. It is recom-
mended that access to the area be obtained from the pro-
posed park drive crossing Middleby Road or from Marrett
Road between Lincoln and Middle Streets. In my opinion
the land at the dangerous intersection where Marrett Road,
Middle Street, and Cary Avenue converge. A central park-
ing area could be developed below the present dam with
direct access to the park drive.
The reservoir itself and the area immediately around it
offers a great many possibilities for development. Among
these are the improvement of the dam and outlet facilities,
the provision of picnic facilities around the pond, the con-
struction of several small automobile parking areas from
which ready access may be bad to the picnic tables and
shore line, the construction of a walk around the reservoir
giving additional access to picnic facilities and shore
line, the planting of additional trees and vegetation around
ministrative problems, and reducing capital outlay and
'
maintenance costs.
The lands between Worthen and Middleby Roads and beyond
to the reservoir could be pleasantly developed and planted
for a real park drive as was envisioned in the committee
report of over fifty years ago. Access to the proposed
drive has already been provided for in the approved pre-
liminary subdivision plan for the Loring Hill development.
Small play areas with playground apparatus and picnic
sites could be developed along the road, with pedestrian
access to Lincoln. Street and the Fair Oaks development. At
the same time, and most important, the park drive could
provide direct access between educational units.
The area now occupied by and contiguous to the town
dump would, in my judgment, make an excellent site for a
second junior high school, a third one being suggested for
an area in East Lexington. Among other advantages of be-
ing in this area, it would not be necessary to duplicate
many of the athletic facilities which could be provided
on the nearby high school grounds or town recreation area
on the southeasterly side of Middleby Road. Here, on the
easterly side of Vine Brook, between the old reservoir
land and Middleby Road is an excellent site for an element-
ary school. Along part of Vine Brook itself is a 10 -foot
wide easement for sewer, drain, and public travel. It is
'
proposed to locate Park Drive within said easement to
provide the direct connection suggested above.
There is an opportur.-"-y in the area contiguous to the
old reservoir and on the land between Marrett and Middleby
Roads to develop an especially fine town recreation area.
In addition to the reservoir itself there is a very fine
large and flat area - where, incidentally, the outlines
of an old race track are still evident - on which to de-
velop a series of excellent athletic fields. It is recom-
mended that access to the area be obtained from the pro-
posed park drive crossing Middleby Road or from Marrett
Road between Lincoln and Middle Streets. In my opinion
the land at the dangerous intersection where Marrett Road,
Middle Street, and Cary Avenue converge. A central park-
ing area could be developed below the present dam with
direct access to the park drive.
The reservoir itself and the area immediately around it
offers a great many possibilities for development. Among
these are the improvement of the dam and outlet facilities,
the provision of picnic facilities around the pond, the con-
struction of several small automobile parking areas from
which ready access may be bad to the picnic tables and
shore line, the construction of a walk around the reservoir
giving additional access to picnic facilities and shore
line, the planting of additional trees and vegetation around
12-31-57
the edges of the pond, the erection of light poles for
all -year use, the building of a shelter with toilets,
storage, and other facilities, and, particularly, the
development of the reservoir for fishing. The State
Department of Natural Resources has kindly agreed to assist
Lexington in developing the reservoir for the latter use.
The State Department of Public Health has stated that it
would not be in the public interest to use the reservoir
for swimming. Even without this use the development of
the reservoir and the area around it will round out the
facilities of the over-all project which has been described.
The purpose of setting forth in some detail the extent
of one recreational project and its related elements was
to indicate to what degree problems of this nature have
been considered. Similar descriptions could be given of
other proposals such as the development along Vine Brook
from Butterfield Pond to East Street,the area around
Willard's Woods, and the Great Meadows.
In the first case the Town, uponthe recommendation
of the Planning Board, acquired the North Street gravel
pit as part of said project. A detailed topographical
survey of the pit has been made and additional plans are
being prepared for the development of this and contiguous '
areas. In regard to the second proposal, it is certainly
hoped that the Town will also support the Board and its
staff in their recommendation that the Town purchase the
Robinson -Willard property on, the southeasterly side of
North. Street. In my opinion this is the finest piece of
land of its kind left in Lexington. Preliminary plans
have been prepared for its conservation and development.
The same can be said for the Great Meadows. I trust the
Town will decide at the next Annual Town Meeting to take
the first real steps in acquiring this land. The State
Dcpartmen.t of Natural Resources has agreed to assist in
preparing plans for these and other recreational areas.
To have now in hand the solid framework and partial
draft of a long-range development plan for Lexington should
be reward enough for the work which has gone into the
preparation of such a plan. There are greater rewards,
however, in working with my associates and fellow citizens
of the town who have contributed to our common undertaking.
I greatly appreciate their interest and assistance.
Respectfully submitted,
Planning Director