West Central Connector: A New Path for Natick

West Central Connector A New Path for Natick Prepared for the Town of Natick Brian Burke and James Riley The Conway School Spring 2026

88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

P roject O verview

I ndex of S heets P roject O verview ............................................... 1 N atick C ontext ................................................. 2 R ight - of -W ay . ................................................... 3 S afety ................................................................ 4 E xisting C onditions : S egment 1.. ........................ 6 E xisting C onditions : S egment 2 . ....................... 7 E xisting C onditions : S egment 3.. ........................ 8 W atershed and H ydrology ................................ 9 P ublic T ransit .................................................. 10 P arks and O pen S pace ...................................... 11 C irculation : S egment 1.................................... 12 C irculation : S egment 2.................................... 13 C irculation : S egment 3 (W est ) ....................... 14 C irculation : S egment 3 (E ast ).. ........................ 15 D esign C oncept : C rossroads ............................ 16

Designed By: Brian Burke & James Riley Spring 2026

E xisting C onditions : W hole S ite . ...................... 5

D esign C oncept : S afe P assage . ....................... 17

F inal D esign : W est C entral C onnector . ......... 20 P ath D esign D etail : MBTA C rossing ................ 21

Project Summary In accordance with The Natick 2030+ Master Plan, The Town of Natick recently created the West Central Corridor (WCC) District. The town anticipates an increase in mixeduse development, and seeks to improve infrastructure for cyclists and pedestrians. One proposed solution is a shareduse path.The National Association of City Transportation Officials defines this as a paved, off-road route, 10 to 14 feet wide, buffered from road traffic, and designed for cyclists, pedestrians, and other non-motorized users.

This project analyzes the existing conditions of the WCC to evaluate the feasibility of a shared-use path. It also explores alternative solutions where necessary. Further, this plan shows several design elements that make for a safe, comfortable, and accessible connector. These elements can serve as a template for future development in the WCC.

P ath D esign D etail : S hopping P laza . ............... 22 P ath D esign D etail : S ettling P ond .................. 23 P ath D esign D etail : B oat R amp ........................ 24 P ath D esign D etail : F isk P ond . ........................ 25 P oints of I nterest . .......................................... 26 P ond S treet E xtension .................................... 27 B oardwalk D etails ........................................... 28 P ath E nhancements .......................................... 29

West Central Connector

D esign C onsiderations ..................................... 19 West Central Corridor, from Mill Street looking east.

P roject O verview

D esign C oncept : W aterway .............................. 18

S tormwater M anagement . ............................... 30 P lant P alette .................................................. 31 Not for construction. Part of a student project and not based on a legal survey.

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ROUTE 135:The West Central Corridor Route 135 follows the historical route of the Central Turnpike, a privately-owned toll road used to transport goods between Boston and Connecticut in the early 19th century. With the introduction of the railroad, use of the road as a carriage route diminished, and the land was turned over to the public. During the 1800’s, the growth of West Central Street/Route 135 mirrored that of the railroad. Gravel fill from the rail project was

As the one-time manufacturing town transformed into to a commuter economy, Route 135 evolved to reflect these changes. In West Natick, a mix of residential and commercial properties make up the corridor.

Looking to the future, the town has made changes to the zoning of West Natick to prioritize high-density housing, mixed-retail, and multimodal transit. Based on recommendations of Natick 2030+, a master plan for the town of Natick, the two-mile-long West Central Corridor was rezoned in several sub-districts in 2025. This rezoning reflected the character and use patterns of parcels along the corridor as well as allowed for multi-family housing by-right to encourage development of more affordable housing near public transportation hubs (the WCC is home to an MBTA commuter rail station). Green and open spaces,

A key development occurring in response to this rezoning is a project by Gables Residential to convert the nearly empty Natick Crossing shopping center immediately west of the MBTA commuter rail station into a five-story, 219-unit apartment building. In early development plans, Gables agreed to set aside a portion of its parcel to accommodate a 14-foot-wide shared-use path.

While higher-density development will contribute to more residents and less room for cars, there is already a need for safer and more defined routes for pedestrians and cyclists.

Across Route 135, on the south side of the street, there are currently 354 units in the Kendall Crossing apartment complex. As more development and amenities for residents are built along the corridor, the residents will benefit from alternative ways to move around, access resources, and connect to transportation besides cars.

In addition to Natick residents and commuters, other individuals use the WCC for transportation either to the services and amenities there or as a means of passing through to connect to other communities, such as neighboring Framingham or Natick Center. Any solution to cyclist or pedestrian transportation should account for the needs of all populations that use the corridor.

W est C entral C orridor (WCC) L ake C ochituate T o D owntown N atick MBTA

F isk P ond Route 135

N atick C rossing

88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

As the greater Boston area developed, the town transitioned from a small agrarian community to a manufacturing hub.

As mills were built along the Charles River, Natick became an important location for the transport of goods into Boston.

Today, many of these same transportation routes continue to define how people move through Natick. One key roadway is Route 135. This project explores opportunities to transform the corridor into a safer, more accessible area for cyclists and pedestrians.

With the 20th century’s shift toward automobiles came roads that could accommodate higher volumes of traffic. Development in Natick concentrated around Route 9 and Interstate 90 north of the corridor, which bypassed downtown areas in favor of larger plazas and office parks. Today, 14% of Natick’s workforce is employed in town, while another 14% commutes into Boston.

such as Fisk Pond, are also being preserved with this rezoning.

K endall C rossing

West Central Connector

Natick is a suburban community located 17 miles west of Boston. The town has a population of 37,000, and is notable for its strong schools and a growing commercial base. With its proximity to the city and connection to major highway corridors, Natick has become a desirable place for commuters to call home.

used to extend the road through swampy West Natick. The emergence of a local shoe industry meant the rapid building of factories along the railroad corridor. By 1855, more than 7,000 men and 500 women worked in the town’s shoe factories.

Designed By: Brian Burke & James Riley Spring 2026

Developments Along a Route

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88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

R ight - of -W ay

Guard rails and fences, intended to protect pedestrians and wetlands, can also limit the space for pedestrians.

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West Central Connector

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Designed By: Brian Burke & James Riley Spring 2026

The right-of-way (ROW) is publicly owned land set aside for transportation, utilities, and maintenance. Roadways and sidewalks along the West Central Corridor fall within the ROW. According to the MA Department of Transportation, the ROW width for Route 135 is 56 feet. The typical travel lane on Route 135 is 12 to13 feet wide with a 5-foot shoulder.

Utility poles, fire hydrants, and traffic signals are all located in the right-of-way and are obstacles to siting a 14-foot-wide path. Landscaping and business signs installed by building owners sometimes sit within the ROW.

Utility poles reduce the space available for siting a path all along the north side of Route 135, and portions of the south side.

Not for construction. Part of a student project and not based on a legal survey.

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Route 135 is a majot artery and one of the busiest roads in Natick, with more than 17,000 average daily drivers (MassDOT). Cars, buses, and trucks move at 30 to 40 miles per hour along a two-lane road, creating conditions that even experienced cyclists have reported not feeling entirely safe on, as there are no official bike lanes. Typical road conditions along Route 135 consist of a single 12- to 13-foot-wide lane in each direction with left-turn lanes at the primary intersections. The road shoulder widths range from 1 to 6 feet.

sidewalks. These varied conditions within the roadway create a high degree of conflict, particularly between cyclists and motorists. Route 135 has only six crosswalks for the entire two-plus miles of the WCC and there is frequently only a sidewalk on one side of the street.

Between 2020 and 2025, there were 14 collisions between cars and bikes or pedestrians on the West Central Corridor according to MassDOT. These incidents were more frequent near the high-traffic intersections at Mill Street, Speen Street and Kendall Lane. Future infrastructure projects within the WCC present an opportunity to design paths with safety and comfort in mind.

Designed By: Brian Burke & James Riley Spring 2026

While portions of the corridor provide sidewalks and a wide shoulder, cyclists are required to navigate commercial driveways, high traffic volumes, and complex intersections. There are no pavement markings indicating the presence of bikes on the roadway, and many riders opt to travel on the

88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

S afety

West Central Connector

Car collisions with bikes and pedestrians, 2020-2025 (MassDOT)

S afety

Consolidating Driveways Given the high frequency of vehicles entering and exiting commercial plazas, special attention should be paid to driveway crossings. These points of conflict can be minimized by encouraging future developers to consolidate driveway access points along Route 135.

Improving Intersections Traffic-calming measures should focus on reducing vehicle speeds and minimizing conflicts between motorists, pedestrians, and cyclists. The use of high-visibility pavement markings, raised “table” crossings, and Rectangular Rapid Flashing Beacons (RRFB) at mid-block crossings can raise the awareness of motorists.

These applications may improve safety and support a comfortable travel experience along the corridor.

Bicyclists ride on the sidewalk on the north of Fisk Pond.

A commuter travels in the shoulder on the south side of Route 135.

Not for construction. Part of a student project and not based on a legal survey.

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88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

E xisting C onditions : W hole S ite

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S egment 2

S egment 1

Parts of Route 135 are mixed use, with residential parcels across the street from commercial lots.

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C Henry Wilson Park is an under-used quiet space on the corner of Mill Street and Route 135 that showcases the shoe-maker's workshop of the former Vice President.

D Some businesses, like Roche Bros., are frequently used by residents.

E

F

Fisk Pond flows north into Lake Cochituate as part of a large water system where most of the water on the site ends up.

Both adults and children bike along Route 135 and use Fisk Pond recreationally.

Not for construction. Part of a student project and not based on a legal survey.

West Central Connector

Bike lanes in Framingham stop at Natick's border.

Designed By: Brian Burke & James Riley Spring 2026

B

E xisting C onditions : W hole S ite

Spanning roughly 2 miles from the Framingham town line to Fisk Pond, the site includes the West Central Corridor, as well as parcels south of the district. The site is home to a mix of residential, commercial, and industrial properties along Natick’s Route 135 and Mill/Pond Street. While recent changes to zoning will encourage a greater mix of housing and retail, limited bike and pedestrian facilities in the WCC present an accessibility and safety challenge for non-motorized users. Route 135 is, for the most part, a two-lane street with non-contiguous sidewalks along its length. The site has been divided into three segments for analysis based, in part, on changes in neighborhood character.

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Telephone poles are regularly placed along the north side of Route 135 within the rightof-way with electric utility lines branching south at intersections, connecting to homes and businesses to the south. The southern side of Route 135 has sidewalks consistently while the north has sidewalks only in front of the MBTA station and Natick Crossing. There are crosswalks at all south intersections, continuing the pedestrian infrastructure along the south side of the road.

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I ntersections

An undeveloped, vegetated hill on the north part of a large parcel that contains apartments farther south is the high point of the segment. East and west of the hill, Route 135 slopes down, making it the high point in the corridor.

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Designed By: Brian Burke & James Riley Spring 2026

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C Segment 1 is shaded by trees on both sides of the road, but especially at the top of the hill.

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A The auto-salvage yard is both next to the town border and next to Beaver Dam Brook. There is limited walking space between it and the road.

Beaver Dam River crosses under Route 135 next to an auto-salvage yard, which could have ramifications for water quality.

E

F

D Wendy's is a destination for frequent car traffic through the WCC.

B

Natick Crossing will be the future home of hundreds of residents but is currently an unused shopping center.

The MBTA station is a central draw of Segment 1.

Not for construction. Part of a student project and not based on a legal survey.

West Central Connector

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E xisting C onditions : S egment 1

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B eaver D am B rook

The first segment of the West Central Corridor runs from the Framingham border to the west to Boden Lane Bridge to the east. The tenants along the road include an autosalvage yard, a Wendy’s fast food restaurant, a Mass General Brigham Healthcare Center, Natick Crossing (the future site of Gables Natick Crossing apartments), the West Natick MBTA commuter rail station, several single-family homes, and apartment buildings.

Beaver Dam Brook crosses under Route 135 in Segment 1 and flows north of the commuter rail tracks where it turns eastward.

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M ass G eneral B righam H ealthcare C enter

88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

E xisting C onditions : S egment 1

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B

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Large commercial plazas define the character of the corridor’s north side. Popular services along this segment include restaurants, daycare facilities, a gym, and offices for legal and medical professionals. The plazas are served by large parking lots with vegetation limited to the frontage along the roadway.

N ewfield D rive S ingle F amily H omes

The south side of Route 135 is lined with a mix of single-family homes interspersed with standalone businesses. Traffic from the densely-populated apartment complexes along Newfield Drive enters the corridor east of Boden Lane.

A high-voltage utility corridor crosses Route 135 near the Speedway gas station approaching Mill Street from the west. Henry Wilson Memorial Park is located at the corner of West Central and Mill Streets. The historical site is currently the only town-owned green space along the corridor.

Utility poles are more frequent on the north side of the corridor than the south. Sidewalks are absent from the north side of the roadway for the entirety of the segment. There are four north-south crosswalks within this segment of the corridor (at the MBTA, Planet Fitness, and Henry Wilson Park). The only traffic signal is at the Mill Street intersection.

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A high-voltage corridor may be a future walking trail that directly connects to the West Central Corridor.

Parcels with small single-story businesses on them may be developed with larger buildings.

Tall trees ,grasses, and a large swale, makes a pleasant buffer for the apartments at Kendall Crossing.

Office buildings along Route 135, house medical, legal, and other kinds of services that people access on foot or on a bike.

Not for construction. Part of a student project and not based on a legal survey.

West Central Connector

K endall C rossing

Segment 2 is a high-traffic area beginning at the Boden Lane Bridge and continuing east to Mill Street. Boden Lane serves as the sole access to the Lokerville neighborhood north of the commuter rail tracks, until the Mill Street intersection. The bridge is currently pedestrian-only, though a planned redesign would accommodate bicycles and southbound auto traffic.

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Designed By: Brian Burke & James Riley Spring 2026

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H enry W ilson A P ark

E xisting C onditions : S egment 2

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B oden L ane MBTA B ridge

88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

E xisting C onditions : S egment 2

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VFW

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The Speen Street and Route 135 intersection is narrower than the Mill Street intersection in part due to three of the four corners abutting bodies of water. Beaver Dam Brook flows south into a settling pond which empties out into Fisk Pond. Speen Street is also a major north-south vehicular connector for Natick, as it runs up past the Mall and connects to I-90. There are crosswalks only on the north and west sides of the intersection, leading to a CVS on the northeast corner of the intersection.

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D ell P ark C emetery

The CVS is part of a line of commercial and non-residential parcels to the north of Route 135 ending with the VFW. The parcel sizes taper as the railroad and Route 135 get closer together. Most (roughly three quarters) of the southern length of Route 135 in Segment 3 is along Fisk Pond with a 1,500-foot-long peninsula that ranges from 18 to 80 feet wide. The culvert that allows Fisk Pond to flow under Route 135 and the railroad into Lake Cochituate is at the most narrow spot, which causes a pinch point that is uncomfortable for pedestrians using the sidewalk on the north side of Route 135.

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B Mill Street is primarily residential in character.

East of the culvert, the north side sidewalk continues under a canopy of some significant trees and into Eddie’s Park, a dog park. There, Middlesex Path, a forested 8-foot-wide woodchip path and packed-earth trail, starts and continues 3,000 feet where it ends at Middlesex Avenue, a connection to downtown, and the Cochituate Rail Trail. Across from Eddie’s Park, connected by the only non-intersection crosswalk in the segment, the Henry Wilson Trail moves south along the eastern shore of Fisk Pond. Route 135 continues into a residential neighborhood and eventually leads to Natick Center.

Mill and Speen Streets both continue down and intersect in a residential neighborhood, where Mill becomes Pond Street. Pond Street continues along through a largely residential neighborhood.

It passes through Dell Park Cemetery and an entrance to Dug Pond on the south. Pond Street leads to Natick High School via Campus Drive.

A Beaver Dam Brook provides habitat for many wildlife species.

C Middlesex Path starts in Eddie's Park and continues to downtown Natick.

Not for construction. Part of a student project and not based on a legal survey.

West Central Connector

/I-90

Spring 2026

To Mall

Segment 3 starts at Mill Street and continues to the eastern edge of Fisk Pond. The intersection of Mill Street and Route 135 is busy and narrow and only the south and east portions have crosswalks.

The northeast corner of the intersection is a small shopping center with eateries and a convenience store. Closer to the Speen Street intersection, an abandoned auto dealership is to the north and a Roche Bros. grocery store to the south (the area’s closest grocery store). The rest of the section of Route 135 between Mill and Speen is a mix of small businesses, residences, and wetlands.

There are sidewalks on the south side of the road.

E xisting C onditions : S egment 3 Designed By: Brian Burke & James Riley

S peen S treet

88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

E xisting C onditions : S egment 3

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B eaver D am B rook F isk P ond

In 2008, the town adopted a management plan for the water chestnuts, which at the time occupied 60% of the pond’s surface. A decadelong regimen of mechanical removal was successful, resulting in a significant reduction of the species. According to Solitude Lake Management, water chestnut was present on 4% of the surface of Fisk Pond in 2017.

Despite its scenic nature, public access to the Fisk Pond waterfront is limited. The Henry Wilson Trail connects Route 135 to the Dell Park Cemetery on Pond Street. A boat ramp is obscured by vegetation.

An aging horseshoe dam near the culvert to Lake Cochituate attracts fishing activity. The wooden walkway is visibly in disrepair, with broken boards and missing rails.

Watershed Natick is part of two major watersheds: the Charles River and the Sudbury-Assabet- Concord River (SuAsCo). The similar-sized watersheds each include portions of more than thirty towns and drain east to the Atlantic Ocean. The entirety of the WCC is within the SuAsCo watershed with runoff first draining to the Beaver Dam Brook, then Fisk Pond, and Lake Cochituate. The Pond Street areas just south and east of the WCC, where an alternative route may be explored for the shared-use path, are part of the Charles River Watershed.

Settling Ponds Before reaching Fisk Pond, water from Beaver Dam Brook travels through two settling ponds, located at the intersection of Route 135 and Speen Street. The manufactured basins are designed to slow flow and collect sediments, preventing them from entering ponds downstream. Over time, nitrogen and phosphorusrich fertilizers become concentrated in the water. During heavy rain events, the nutrients-heavy water overflows into Fisk Pond, putting the larger body of water at risk of algal blooms. As the algae decomposes, oxygen levels are depleted, causing a die-off of fish and other aquatic life. The highly-visible settling ponds regularly become inundated with debris. Despite cleanup efforts, the presence of litter on the water’s surface has become an eyesore.

A sign of community care.

Impervious Surfaces

Trash Receptacles

Many of the commercial parcels within the West Central Corridor are covered by impervious surfaces. Solar heat collected in parking lots and buildings causes the temperature of stormwater to increase before it sheds into waterways. When this warm water flows into the streams and ponds, aquatic ecosystems are negatively impacted.

Public access to trash and recycling receptacles is lacking across the entire corridor. While adding trash cans along Route 135 would require some municipal responsibility in maintaining them, there is an issue with liter recognized by the community. Adding one form of trash collector in each green or open space would go a long way in ensuring cleaner ground and waterways.

A clogged storm drain on Route 135.

Not for construction. Part of a student project and not based on a legal survey.

West Central Connector

L ake C ochituate

The 67-acre pond is located east of Speen Street and maintained by the Massachusetts Department of Conservation and Recreation. The pond is home to a variety of wildlife, including beavers, turtles, and waterfowl. Recreational activities observed include fishing, kayaking, and birdwatching. Because it is a shallow water body, Fisk Pond is prone to algal blooms and invasive water chestnuts.

Designed By: Brian Burke & James Riley Spring 2026

This meandering waterway is one of the primary natural features of the West Central Corridor. Fed by small streams originating in Natick, Framingham, and Ashfield, the shallow brook crosses under Route 135 and the commuter rail tracks on its way to Fisk Pond. As the water flows east through the built environment of the corridor, it collects stormwater runoff from roads, lawns, and parking lots. Contaminants, such as road salt, fertilizer, trash, and pet waste, may have a negative impact on water quality.

Fisk Pond

W atershed and H ydrology

Beaver Dam Brook

88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

W atershed and H ydrology

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88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

P ublic T ransit

Bus

The West Natick MBTA station opened in 1982 with the aim of reducing congestion at nearby stations in Framingham and Natick Center. The line connects Worcester to Boston, with 24 east-bound trains leaving West Natick daily. In order to expand service, a third set of tracks is expected to be installed by 2030.

The MetroWest Regional Transit Authority provides bus service to Natick and its neighboring communities. Unlike the commuter rail, the bus provides direct access to popular local destinations, such as Roche Bros. Supermarket and the Kendall Crossing apartments. Three MWRA routes stop in West Natick, but buses are infrequent, arriving every 60 to 90 minutes. Fixed stops are limited, requiring riders to hail rides from the roadway. Existing physical stops lack basic amenities, such as benches and protection from sun and weather.

According to the MBTA, an average of 533 riders board the train at West Natick station on weekdays. The station is serviced by a 170-space parking lot. A 2020 study by the Boston Region Metropolitan Planning Organization shows that the lot is already at capacity by 7AM, despite 65% of riders arriving later in the day.

The station provides space for approximately 24 bikes to lock up. However, the mismatched racks are exposed to the elements, limiting their utility to commuters.

Bus Shelters As the MWRTA expands its service and adjusts its routes, bus shelters will become even more important spaces to connect to. Bus stops can serve as small green microparks in which residents and commuters feel safe and comfortable. They can double as places for rest just off the shared-use path or sidewalk for those that need it or those chatting with people that they meet.

Shared Micromobility Shared micromobility is a system of short-term bike rentals for point-to-point trips. Currently, there is no bike-share program in Natick. If the town chose to adopt shared micromobility in the future, it would need to allocate space for bike docking stations as part of a lager network.

First / Last Mile Travel The "first mile" and "last mile" refer to the beginning and end segments of a trip between a person's origin or destination and public transit. Safe and convenient walking and bicycling connections help bridge gaps in these trips, making it easier for people to access transit, work, school, and other destinations without having to rely on a car.

Not for construction. Part of a student project and not based on a legal survey.

P ublic T ransit

Commuter Rail

West Central Connector

Designed By: Brian Burke & James Riley Spring 2026

The West Central Corridor is an active hub for people commuting, shopping, and recreating in Natick.

The Town anticipates the development of multi-family housing in proximity to public transportation. The law requires municipalities to reduce parking minimums for buildings within waking distance of public transportation. With an expected increase in the neighborhood's population density, safe and reliable access to car-alternatives becomes a priority.

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The Natick 2030+ Master Plan (2019) details the community's goals for the future. The document outlines the town's open space priorities, such as enhancing the bike and pedestrian trail system, and improving access to parks and bodies of water. Despite being the town's most densely-populated neighborhood, West Natick has limited

88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

P arks and O pen S pace access to these desired outdoor amenities. A future shared-use path has the potential to address these needs by improving connectivity and establishing a new network of open space within the corridor.

A

D

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FISK POND

F TO NATICK CENTER

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Eddie’s Dog Park

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Middlesex Path

FRAMINGHAM DUG POND

A

West Natick Station A 2,000-square-foot lawn area at the southeast corner of the MBTA property on Route 135. Despite a lack of amenities, its proximity to foot traffic makes the open space a good candidate for a public parklet.

0.5 mi

B Henry Wilson Memorial Park

This 2.3-acre park is named in honor of former U.S. Vice President Henry Wilson. Prior to his rise in politics, Wilson was a shoe cobbler with a shop on the corner of Mill Street. The small shop has been preserved as a reminder of Natick’s shoe making history. Paved walking paths connect to a 9-spot parking lot at the west end of the property. Mature trees provide shade and garden beds appear unmaintained. Other than the historical building, there are no notable amenities in the park.

C

Unused open space at the West Natick MBTA Station

This narrow dirt path links the dog park to Middlesex Avenue, providing an off-road route close to Natick Center and the Cochituate Rail Trail. The 0.5-mile recreational path was built on a former railroad right-of-way. It’s popular with walkers, runners, and cyclists.

An unofficial pump track in the adjacent public woods is a popular destination for kids.

West Central Connector

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A 0.5-acre dog park was opened in 2020, one mile east of the West Natick commuter rail station. The park is maintained by volunteers, with areas for large and small dogs. Amenities include benches, gardens, and a water fountain. The parking lot accommodates 23 vehicles, and serves as the only public parking area for access to the Henry Wilson Nature Trail on Fisk Pond and the Middlesex Path.

West Hill Park The field on Mill Street was originally part of the West Elementary School, which closed in 1981 and was later converted to housing. Approximately 1 acre in size, the park's only features are a baseball diamond and a small parking area.

P arks and O pen S pace

B

E

A DCR-managed parcel on the north end of Fisk Pond has a small parking area with access to a public boat ramp. The wooded area provides good views of the waterfront but has no trails.

Designed By: Brian Burke & James Riley Spring 2026

D Fisk Pond Boat Ramp

The Middlesex Path connects to the Henry Wilson Nature Trail at Eddie's Dog Park

Not for construction. Part of a student project and not based on a legal survey.

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T raffic L ight P aved P arking

U npaved P arking

Observed use of the sidewalk along the south side of Route 135 and desire paths along the north indicate that there is use by pedestrians of both sides of the road. There are three threeway intersections in Segment 1 that connect the corridor to communities to the south, with the busiest being the intersection directly across from the future site of Gables Natick Crossing.

This intersection is also the most active for pedestrian activity in Segment 1, as commuters take advantage of the currently unused parking lot and the only traffic light along this segment to move without conflict. Some commuters continue to walk or ride east, west, or south while others get rides from waiting cars. There are points of conflict between non-auto and auto traffic along the north side of the segment in the driveways for commercial parcels, and to a lesser extent, residential parcels.

Frequent utility poles and guardrails narrowing sidewalks provide obstacles to pedestrians along the north side of the road, which may lead to more use on the southern sidewalk, but limited crosswalks isolate pedestrians to the side of the road that they first choose.

B

A

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West Central Connector

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Designed By: Brian Burke & James Riley Spring 2026

U ltility P ole

In the following circulation analyses, the graphics refer to “Car Traffic” where cars are turning in or out of the flow of traffic along Route 135, “Conflict” refers to car and pedestrian or car and cyclist conflict, and “Pinch Ponts” refers to places where water limits the width of travel lanes, sidewalks, and potential spaces for a path. Cyclist traffic is not depicted as it shares the same patterns as pedestrians and cars.

C irculation : S egment 1

F uture S ite of G ables N atick C rossing

88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

C irculation : S egment 1

A The north of Route 135, at the Framingham border, has little room for a sidewalk.

C

B Desire paths are more well-defined closer to the MBTA station.

Cycling infrastructure is lacking along the WCC, with only a few signs indictating the presence of cyclists in the roadway.

Not for construction. Part of a student project and not based on a legal survey.

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A

B

500 ft

West Central Connector

0 ft

Designed By: Brian Burke & James Riley Spring 2026

C

C irculation : S egment 2

M ill S treet

B oden L ane B ridge

Like Segment 1, Segment 2 of WCC has a sidewalk on the south side of Route 135 and none on the north side.

Desire paths persist on the north side, which indicates several potential areas of pedestrian and vehicle conflict at the entrances and exits of the parking lots of the large commercial parcels there. There are four intersections with streets extending south that lead to residential areas. There are two intersections with streets extending north: these include Boden Lane Bridge, currently planned to be oneway auto and two-way cycle and pedestrian traffic, and Mill Street, a busy fourway intersection. Community members have reported this segment is particularly stressful to drive through as well as a stressful experience for cyclists and pedestrians.

88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

C irculation : S egment 2

A The intersection in front of Natick Crossing and the MBTA station is a hub of pedestrian activity.

C

B Boden Lane Bridge will bring pedestrian, cyclist, and auto traffic into the WCC when it is re-opened.

One of the busier entrances/exits along the WCC could be a model for consolidating driveways for commercial plots.

Not for construction. Part of a student project and not based on a legal survey.

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H enry W ilson P ark

88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

C irculation : S egment 3 (W est ) C rosswalk

A

C

F isk P ond

A ee

t

B

0 ft

The intersection of Speen Street and Route 135 is a large and busy.

B

P ond S treet The intersection of Mill Street and Speen Street is often backed up with drivers.

500 ft

Segment 3 (A) has three major intersections that create significant conflicts for pedestrians and cyclists, as well as drivers. Despite having a park on the northwest corner, the Mill Street and Route 135 intersection has crosswalks only on the southern and eastern routes, connecting a north-south sidewalk on the east side of Mill to a south sidewalk on Route 135. That sidewalk continues to the Speen Street and Route 135 intersection and connects to crosswalks on the west and north side. The sidewalk continues on the north side of Route 135 past Speen. Water bodies on three out of the four corners of the intersection create pinch points. Driveways for large commercial properties to the north create conflict between cars and pedestrians. No sidewalk exists on the south side due to the road abutting Fisk Pond, leaving no room to build it.

C The intersection of Mill Street and Route 135 can be intimidating to pedestrians.

Not for construction. Part of a student project and not based on a legal survey.

West Central Connector

tr

Spring 2026

l S

S pe en S tr ee t

Mil

C irculation : S egment 3 (W est ) Designed By: Brian Burke & James Riley

R oute 135

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88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

C irculation : S egment 3 (E ast ) L ake C ochituate C ulvert E ddie ' s P ark

F isk P ond M iddlesex P ath

H enry W ilson T rail

0 ft

500 ft

On the east end of the WCC, Lake Cochituate and Fisk Pond complicate space for pedestrians, cyclists, and drivers by narrowing available land. The north sidewalk narrows from five feet to three feet as guardrails and a fence limit space at the location of the culvert between Fisk Pond and Lake Cochituate. As the space between the railroad and Route 135 begins to open up again, the sidewalk meanders pleasantly between trees, where it comes to Eddie’s Park, a small dog park. Further east, Middlesex Path, a packed earth trail, begins and continues through woods towards downtown. Across the street from the dog park, Henry Wilson Trail, surfaced with pine needles and compacted dirt, winds along Fisk Pond and south to a cemetery where Henry Wilson is buried.

There are some consistent patterns across the WCC. Much of the current large commercial development is north of Route 135 which leads to frequent pedestrian and car conflict, as cars turn in and out of the driveways there. Intersections, primarily to the south, also can create potential conflict between pedestrians and cars.

Pedestrians are using both sides of the road, as are cyclists who use both the shoulder and sidewalk along Route 135.

Water creates “pinch points” along the route as well.

B

A The culvert under MBTA tracks as seen from Route 135.

Eddie's Park is a fairly large space for dogs to safely play that currently is accessible primarily by car from the west.

Not for construction. Part of a student project and not based on a legal survey.

West Central Connector

B

C irculation : S egment 3 (E ast )

Designed By: Brian Burke & James Riley Spring 2026

A

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88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

D esign C oncept E xploration : C rossroads Three initial design concepts were drafted to meet the client's goals while providing distinct experiences for users of the path.

In "Crossroads," the shared-use path is located north of the Route 135 utility corridor, prioritizing direct connection to local businesses. These high-use areas become nodes of activity where neighbors cross paths.

PROS

CONS

A path on the north side of Route 135 provides more direct connectivity to bushinesses and other primary destinations. Incorporating the MBTA property into the path design promotes public transit.

Utility poles, wetlands, and other obstacles occur more frequently on the north side of Route 135, pushing the path outside of the ROW. Additionally, path users must negotiate drivers entering and exiting businesses, which disrupts the experience and presents safety risks.

The Gables development plans to install a 14-foot-wide path in front of their property. This concept builds upon that template. It may be more feasible to negotiate with commercial property owners than homeowners.

Siting the path north of the utility poles buffer path, install gardens, add stormwater infrastructure, and create new green space.

The path requires buy-in from multiple stakeholders, likely over a long period of time. Negotiating with individual property owners may be difficult, limiting the project's feasibility. Short-term alternatives such as bike lanes may be required.

Siting the path outside the ROW may take parking away from businesses while requiring others to relocate signs.

Not for construction. Part of a student project and not based on a legal survey.

West Central Connector

F isk P ond

D esign C oncept E xploration : C rossroads

H enry W ilson P ark

Designed By: Brian Burke & James Riley Spring 2026

N orth S ide 14- foot P ath

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88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

D esign C oncept E xploration : S afe P assage “Safe Passage” prioritizes safe and comfortable movement through the corridor for people of all abilities. The meandering route avoids areas of vehicle conflict while providing connections to parks and adjacent neighborhoods. Rather than navigating the narrow eastern extent of the corridor, users are directed down Mill and Pond Streets.

Safety: Routing the path behind commercial buildings and south of Fisk Pond helps cyclists avoid major traffic conflicts along the roadway.

Connectivity: Avoiding driveway conflicts also means path users are brought to the back of, rather than front doors of businesses. This path does not connect to the Cochituate Rail Trail or the Middlesex Path by not connecting to them, as well as not providing access to the Roche Bros. and the proposed bike lanes on Speen Street.

Connectivity: The shared-use path originates at the hub of connectivity adjacent to the MBTA and comes within 800 feet of the high school in the southeast.

Continuity: Cyclists going to and from Framingham have a clear and identifiable transition from bike lanes to the shared-use path.

Readability: While more insulated from vehicles, the meandering path may seem less efficient or intuitive for commuters. Users still have to navigate pinch points at brook crossings.

Not for construction. Part of a student project and not based on a legal survey.

West Central Connector

CONS

S afe P assage

PROS

D esign C oncept E xploration :

Designed By: Brian Burke & James Riley Spring 2026

F isk P ond

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88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

D esign C oncept : W aterway

CONS

Safety: Minimizes conflict with vehicles on the north side while improving pedestrian access by adding a sidewalk there.

A path on the south side of Route 135 provides indirect access to amenities such as shops and the commuter rail. This would also require new crosswalks and traffic beacons.

Feasibility: A shared-use path on the south side of the roadway avoids signs and utility poles, which limit space available in the right-of-way on the north side.

Open Space: Provides new connection to open space along Fisk Pond and the Middlesex Path. Establishes parklets at regular intervals with benches and vegetation.

Environmental: As the path directly connects to green and open spaces, there is opportunity to incorporate ecological features, such as remediating the settlement ponds and improving stormwater management.

Siting the path on the south side of the right-of-way leaves limited space for a vegetative buffer.

The section of road between Mill Street and Speen Street requires navigating multiple pinch points where the road narrows.

The boardwalk is a major infrastructure project adjacent to water, and would likely require Article 97 review and DCR support.

Not for construction. Part of a student project and not based on a legal survey.

West Central Connector

PROS

D esign C oncept E xploration : W aterway

F isk P ond

Designed By: Brian Burke & James Riley Spring 2026

"Waterway" envisions the path as a destination. The design places the entirety of the path on the south side of Route 135, creating a direct and consistent experience for users. Major conflict points are avoided on the more residential side of the street, such as shopping plaza traffic and fixed obstacles in the utility corridor. As the path arrives at Speen Street from the west, it enters a new waterfront park built along the edge of Fisk Pond. A series of boardwalks invite users onto the wooded peninsula, where a revamped boat ramp and parking area restore access to the water. A dramatic 1,800-foot-long boardwalk is the design’s key feature, creating new recreational opportunities and future connectivity to Natick Center via the Middlesex Path.

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Possible Solutions for Siting the Path (Re)moving utility poles provides the most room, is most attractive, and creates the most flexible template within the ROW but is a difficult and expensive solution.

As a result, the north side of Route 135 has more destinations for potential users but it also has more obstacles in the ROW. Utility poles are a more significant challenge along the north side, but the south side does have some. While more frequent crosswalks could help with accessibility, the importance of routing pedestrians and cyclists near of destinations may outweigh the complications caused by obstacles.

East of Mill Street the pattern changes significantly. Between Mill Street and Speen Street the presence of waterbodies along the north side makes siting a 14-foot-wide path difficult.

The destination of Roche Bros. on the south side makes a southern path more attractive.

Splitting the path around the utility pole, with a sidewalk on one side and bike lane on the other side, may meet the same needs that a shared-use path could.

Siting the path north of the poles moves the path farther from cars, but requires the cooperation of tenants as it will be on their parcels.

D esign C onsiderations

Additionally, the north side of the route is missing sidewalk for most of the space between the Framingham border and Mill Street, so adding some pedestrian infrastructure is necessary. Replacing the south sidewalk could potentially be more expensive and would not have room to have vegetation buffers.

East of Speen, the presence of sidewalk on the north side suggest that the south side is in greater need of infrastructure.

However, Fisk Pond complicates this as there is no room for a path for most of Route 135 along it. As both sides of Route 135 here are impractical for siting a path, alternatives to a traditional shared-use path may be necessary.

Final Design Takeaways: • There are segments along the corridor where a shared-use path is not a viable solution.

• The shared-use path should be consistent with minimal and predictable road crossings.

• It is unlikely that there is space for the continuous shared-use path on one side of the road for the entire two miles.

Not for construction. Part of a student project and not based on a legal survey.

West Central Connector

Moving the road and shrinking the width of the travel lanes to build a shared-use path in the ROW leaves little room for vegetation but keeps utility poles in their current location.

Designed By: Brian Burke & James Riley Spring 2026

Siting a Path: North Versus South From Framingham to Mill Street, the north and south sides of street are significantly different in character. The south side has more residences, fewer commercial parcels, and more open green spaces. The north side parcels, in part due to having less space because of the proximity of the MBTA tracks, are compact and commercial.

88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

D esign C onsiderations

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Crossing, with the West Natick MBTA station, is now a major hub of cyclist, pedestrian, and commuter activity. Food trucks and sitting areas create a parklike atmosphere for the start/ terminus of a 14-foot-wide shared-use path. (Sheet 21)

C The path runs along the

north side of Route 135 near newly-developed businesses and social spaces. Shared one-way entrances and exits provide vehicle access to multiple parcels, reducing potential conflict for pedestrians and cyclists. (Sheet 22)

D

C A

E

B

D

boardwalk west of Speen E A signaled crosswalk at the F The Street crosses over a settling

Henry Wilson Memorial Park is a pleasant and playful green gathering space which the shareduse path meanders through.

intersection of Mill Street and Route 135 allows cyclists to cross over the south side path easily and safely. From here the shared-use path continues east to Speen Street.

G

F

H

pond where a trash trap and interpretive signs to educate about water quality. To the east, cyclists and pedestrians access a 0.25-mile-long wooded peninsula on the north side of Fisk Pond with a boardwalk. (Sheet 23)

I

L J

B ike L anes 14' P ath 10' P ath N ew S idewalk B oardwalk T raprock P ath F uture C onnection

G

The shared-use path H continues as a traprock gravel trail along a peninsula until it arrives at a 1000-foot-long boardwalk along Fisk Pond. Two bump-outs create access for fishing and wildlife viewing. (Sheet 24)

A rapid-flashing beacon calls attention to the shared-use path where it crosses over Route 135.

On the north side of the roadway, the path passes though mature trees before arriving at Eddie's Park.

(Sheet 25)

I

At Eddie's Park, the path connects to the Middlesex Path, which has been widened and replaced with traprock gravel. The path provides safe, offroad access to Natick Center.

0

J The Pond Street shared-

use path links to bike lanes north and south of the roadway. Cemetery Street provides access the to main shared-use path with a westward turn or users can follow Route 135 east toward Downtown Natick.

The south bike lane takes riders safely to and from the high school.

the east side of the Mill K On Street and Speen Street

intersection, where Pond Street begins, an 8 to10-footwide shared-use path runs along the south side of the road. The path continues past cemeteries on either side of the road, and provides access to Dug Pond.

1000 ft .

markings provide L On-street cyclists access along Mill

Street, connecting the WCC to neighborhoods and amenities to the south.

A renovated sidewalk on the west side of Mill Street improves the pedestrian experience in the residential area.

Not for construction. Part of a student project and not based on a legal survey.

F inal D esign

K

West Central Connector

from the Framingham border into Natick for continuity of experience.

A sidewalk is added to the north side of Route 135 for pedestrians.

B The site of Gables Natick

The following pages show details of the path at different parts of the WCC. These areas are marked with magenta call outs and are detailed from west to east. All other call outs are marked in green.

Designed By: Brian Burke & James Riley Spring 2026

A The bike lanes extend

88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

F inal D esign : W est C entral C onnector

20/31

The bike lanes that continue from the Framingham border converge at the start of a 14-footwide shared-use path in front of Natick Crossing and the West Natick MBTA commuter rail station. A parklet provides space to linger to wait for last-mile rides. In order to create space to buffer the path with vegetation, the path is on private land outside of the ROW as part of a partnership with private parcel owners and developers.

P rivate P roperty

R ight - of -W ay

P rivate P roperty

Designed By: Brian Burke & James Riley Spring 2026

S ection A-A': E xisting C onditions

A B uffer

S ection A-A': P ath D etail

S ee D etail S ection A bove

S ection A-A': P roposed C onditions

R oad R ight - of - way

S idewalk

West Central Connector

S hared - use P ath

MBTA C rossing

B uffer

A'

P rivate P roperty

88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

P ath D esign D etail : MBTA C rossing

P rivate P roperty

Not for construction. Part of a student project and not based on a legal survey.

21/31

88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

P ath D esign D etail : S hopping P laza The 14-foot-wide asphalt path, north of the ROW along Route 135, is punctuated with vegetated bioswales to absorb stormwater runoff. As parcels are developed, driveways are converted to shared drives parcels and are entrance-only and exit-only. This allows cyclists to have safer, more predictable rides as any conflicts they might face are all coming from the same direction for any given driveway.

P rivate P roperty

S ection B-B': E xisting C onditions

B B' B uffer

West Central Connector

S hared - use P ath

B uffer

S ection B-B': P ath D etail

P rivate P roperty

S ection B-B': P roposed C onditions

S ee D etail S ection A bove

S hopping P laza

Designed By: Brian Burke & James Riley Spring 2026

R ight - of -W ay

P rivate P roperty

S idewalk

R oad R ight - of - way

P rivate P roperty

Not for construction. Part of a student project and not based on a legal survey.

22/31

88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

The path changes from asphalt to a 10-foot-wide wooden boardwalk to cross the settling pond to the north of Roche Bros. Returning to asphalt, the path crosses Speen Street as a clearly marked crossing and continues on to another 10-foot-wide boardwalk that connects to a peninsula on Fisk Pond. The proximity of the path to the settling pond opens up opportunities to improve water quality with a trash trap infrastructure initiative and to educate the public about water quality through informational signs.

S ection C-C': E xisting C onditions

P rivate P roperty

P rivate P roperty

R ight - of -W ay

Designed By: Brian Burke & James Riley Spring 2026

P ath D esign D etail : S ettling P ond

C C' B oardwalk

R oad

S ettling P ond

S ettling P ond

West Central Connector

S ection C-C': P ath D etail

S ee D etail S ection A bove P rivate P roperty

R ight - of - way

S ection C-C': P roposed C onditions

S ettling P ond

P rivate P roperty

Not for construction. Part of a student project and not based on a legal survey.

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88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

P ath D esign D etail : B oat R amp

D B uffer

S hared - use P ath

B uffer

S ection D-D': P ath D etail

B oat R amp

West Central Connector

D'

Designed By: Brian Burke & James Riley Spring 2026

On the forested peninsula, the 14-foot-wide path becomes surfaced with trapped-rock gravel to maintain a natural feel and to avoid the disruption that pouring an asphalt path would cause. This material, when compacted correctly, can support cyclists and pedestrians. It requires drainage solutions to prevent washouts and some maintenance is required. This path allows users access Fisk Pond via a small boat ramp.

P rivate P roperty

R ight - of - way

S ection D-D': P roposed C onditions

P arking

S ee D etail S ection A bove D epartment of C onservatio n & R ecreation L and Not for construction. Part of a student project and not based on a legal survey.

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88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

P ath D esign D etail : F isk P ond The path along most of Fisk Pond is a 1,000-foot-long wooden boardwalk that provides a few places to stop and enjoy the water. A bump-out at the end of the boardwalk, before the path crosses Route 135, provides cyclists with a place to stop and safely cross the road. The boardwalk is a major piece of infrastructure that attracts both recreational and commuter users.

W ater

R ight - of -W ay

DCR L and

S ection E-E': E xisting C onditions

E

4-F oot W ooden R ailing

E'

B ench

Designed By: Brian Burke & James Riley Spring 2026

MBTA L and

H elical P ier

West Central Connector

B oardwalk

F isk P ond

F isk P ond

S ection E-E': P ath D etail

MBTA L and

S ection E-E': P roposed C onditions

R ight - of - way

D epartment of C onservation & R ecreation L and

S ee D etail S ection A bove

Not for construction. Part of a student project and not based on a legal survey.

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88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

P oints of I nterest Public Plaza The design establishes a public plaza at the front entrance of the West Natick MBTA Station, which serves as a gateway to the shared-use path. The plaza would create a welcoming arrival sequence for commuters, while strengthening first/ last-mile connections between the station and its surrounding neighborhoods.

Henry Wilson Memorial Park

CamScanner

Henry Wilson Memorial Park is a 2.3-acre memorial site located at the intersection of Mill Street and Route 135 in West Natick. A notable feature of the site is the restored shoemaker's workshop in the southeast corner of the property, which serves as a reminder of the town’s manufacturing history. The park contains walking paths that connect the historical building to a parking lot with nine parking spaces. Despite its prominent location, the park currently sees little activity, and has been identified by the town as an underutilized parcel. Existing garden beds are neglected and there are no benches. A proposal to build veterans' housing on the park has been previously discussed.

Given its central location within the West Central Corridor, Henry Wilson Memorial Park presents an excellent opportunity to provide the community with a new gathering space along the shared-use path.

The shared-use path begins at a busy intersection with commuters, residents, and other users converging there.

•

Expands parking into the area currently used for DPW storage.

•

New woodland trail loop in the northeast corner creates an "urban wild" experience.

•

Splash pad for kids / play area.

•

Adds water fountain at the mid-point of shared-use path.

•

Interpretive signs commemorating Henry Wilson.

•

Expanded gardens along paths and a preserved marathon spectator area.

•

An iconic shoe sculpture connects local history to the Boston Marathon course. In future years, the location is easily identified by this placemaking feature.

•

An east entrance plaza improves access.

CamScanner

Thanks to the path, Henry Wilson Memorial Park is a well-used green space.

CamScanner

Not for construction. Part of a student project and not based on a legal survey.

West Central Connector

By serving as both a transportation hub and community gathering space, the plaza would encourage active transportation while creating a well-defined node for users of the shared-use path.

Provides shaded areas and seating away from the roadway.

P oints of I nterest

The public plaza incorporates seating, shade, lighting, and bicycle parking. An informational kiosk highlights nearby destinations.

A clear transition from the MBTA station to the shared-use path improves navigation and establishes the route as an integral part of the local transportation network. The space includes public art, native plantings, and interpretive elements that celebrate Natick's history and identity.

•

Designed By: Brian Burke & James Riley Spring 2026

Design Features

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88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

P ond S treet E xtension

There are several constraints that may affect the route's suitability.

In some locations on Mill Street, limited roadway width and ROW (from 30 to 45 feet) may reduce the ability to provide a protected bicycle lane. The residential character of these streets limits the variety of locations that are accessible via this route and makes finding space for a large route more difficult as it would necessitate negotiation with multiple parcel owners. Adjacent wetlands may limit the footprint of any off-road infrastructure.

A Pond Street extension primarily functions as an additional piece of cycling infrastructure, and not as an alternative to the main West Central Connector path. Bike lanes are used along Mill Street until it turns into Pond Street at the Speen Street and Mill Street intersection. A 9-foot-wide shared-use path builds on the old sidewalk infrastructure along the south side of Pond Street until Campus Drive, where a bike lane branches off. A bike lane also moves up Cemetery Street toward Route 135.

Unlike the vegetated main shared-use path along Route 135, the Pond Street extension shared-use path does not have room to be buffered from car traffic. In fact, the path meets the road with a sloped curb where cars may pull off in the case of emergency vehicles moving past. However, the Pond Street extension shareduse path is clearly marked and defined to promote safety of cyclists and pedestrians.

Siting a path would require taking some roadway.

The Pond Street Extension connects to Dug Pond

Not for construction. Part of a student project and not based on a legal survey.

West Central Connector

The Pond Street Extension provides a charming if indirect ride.

P ond S treet E xtension

As an auxiliary route using Mill Street and Pond Street offers several advantages for cyclists and pedestrians traveling through West Natick. Rather than navigate the busy roadway of Route 135, they can take this relatively quiet alternative to the south.

Pond Street has a traffic count of 4,000 vehicles per day, less than 25% of the traffic on Route 135. Along the way it passes through a primarily residential area, with two cemeteries and views of Dug Pond. Though less direct than Route 135, this route only adds 0.25 miles to a trip to Natick Center.

Designed By: Brian Burke & James Riley Spring 2026

The West Central Corridor is not just a site of businesses, workers, or commuters; it is also home. Families with young children, teenagers, and young adults all may want or need safe connections to green spaces like the public beach at Dug Pond or the High School. While there are a number of reasons that a route along Mill and Pond Streets is not a viable alternative to the path on Route 135 for heavy and consistent cyclist and pedestrian traffic, it is nevertheless useful and important to enhance the cyclist and pedestrian infrastructure there.

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88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

B oardwalk D etails

Designed By: Brian Burke & James Riley Spring 2026

A standout feature of the West Central Connector is a 1,000-foot-long boardwalk along the north side of Fisk Pond. The boardwalk is not only an extension of the shared-use path, but a destination where people can experience one of Natick’s most overlooked natural features. The boardwalk transforms an underutilized shoreline into an asset for Natick. By creating a safe, direct, and attractive alternative to Route 135, the town can improve access, create new recreational opportunities, and establish an important link between West Natick and Natick Center.

By creating an off-road route between Speen Street and the Middlesex Path, the boardwalk provides cyclists with a safe alternative to the constrained roadway. Pedestrians have new access to the scenic waterfront. The 10-foot wide timber boardwalk is supported by helical piles. Viewing platforms along the walkway create opportunities for wildlife viewing, birdwatching,and fishing.

Interprative panels along the boardwalk describe the ecology and history of the area. Signs identifying the boat ramp direct drivers to a small parking area that accommodates four vehicles.

Lake Williams Trail, Marlborough, MA.

The Fisk Pond Boardwalk is an attraction within itself.

Not for construction. Part of a student project and not based on a legal survey.

West Central Connector

Quequechan River Rail Trail, Fall River, MA.

B oardwalk D etails

Natick’s 2020 Open Space and Recreation Plan identifies trail connectivity as a priority. The proposed boardwalk creates a link to the Middlesex Path, a short distance from downtown and the Cochituate Rail Trail. In 2026, the town approved the construction of a 200-foot-long boardwalk at Pickerel Pond, with the goal of linking existing trail systems. Other precidents include the Quequechan River Rail Trail in Fall River, MA. The 2017 project included 1,300 feet of boardwalk spanning a wetland area. The timber structure is supported by helical piles. The Town of Marlborough, MA installed a 3,000-foot floating boardwalk on Lake Williams in 2024. The path has quickly become a popular recreation destination The boardwalk at Fisk Pond would provide similar benefits to the town, connecting neighborhoods to natural areas while creating a distinct landmark in West Natick.

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Lighting Installing lighting along the shared-use path is an effective way to enable safe use at all hours. Well-placed lighting can improve visibility, increase activity, and give path users a sense of security while passing through after dark. Overhead lighting provides broad coverage while 4-foot tall bollards illuminate the path surface in parks and approaching road crossings. A combination of the two types is recommended.

Bus Shelters As the MWRTA expands its service in Natick, bus stops become key nodes of activity in the transportation network. Bus shelters can be incorporated into new parklets along the roadway, protecting riders from the elements. Where space permits, these stops can be sited adjacent to the shared-use path, encouraging multimodal transit.

Trash Receptacles There is a lack of public trash and recycling receptacles across the West Central Corridor. Currently, volunteers from the organization Keep Natick Beautiful coordinate trash collection by placing their own waste bins along the roadway. While helpful, these bins are inconsistent in placement and aesthetic. Installing townmaintained receptacles at parks and primary intersections along the shared-use path would help users keep the area clean and enhance the user experience.

Path enhancements can be combined to improve their usefulness and create a cohesive sense of place.

Outdoor Furniture Outdoor furniture items such as park benches and picnic tables provide visual cues that invite path users to pause. When thoughtfully placed, benches provide rest spots, encourage social interactions, and improve functionality of a space. Currently, public seating within the corridor is limited to benches at Eddie’s Park and the corner of Speen Street and Route 135. Additional seating at regular intervals along the path would accommodate a variety of users.

Public Art There is an opportunity to define the shared-use path as a community space by including public art along its route. Murals and sculptures give users a chance to stop along the path and connect with the landscape. Art can be used to tie the space to local history or create a new identity that reflects a changing neighborhood.

As parcels along the West Central Corridor are redeveloped, new opportunities to include art in the streetscape may arise. Local artists may be included in this process, further strengthening the public’s connection to the space.

88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

A comprehensive wayfinding system across the length of the shared-use path directs users to amenities in the area. Decision-making signs are placed at key junctions, informing people of where different routes will take them. These signs often indicate distance to popular destinations, measured in estimated time it takes to walk or bike there. A well-designed wayfinding system is legible and intuitive, anticipating the needs of its users. Signs should be able to communicate to all people, regardless of abilities or cultural identity. Wayfinding should be consistent in style, with signs along the shared-use path being part of a larger network.

Solar trash compactors can reduce the amount of maintenance required.

West Central Connector

Wayfinding

Providing convenient places to secure bikes promotes cycling as a viable mode of transportation and encourages riders to frequent local businesses. Currently, bike racks are limited to the West Natick MBTA station. Additional bike racks at Henry Wilson Memorial Park and Eddie's Park would encourage use of existing green space. Covered bike parking near the West Natick MBTA station would benefit commuters year-round.

Designed By: Brian Burke & James Riley Spring 2026

Amenities along the path have the potential to turn a transportation corridor into a connected, accessible, and vibrant community space. The recommended upgrades encourage walking and cycling, improveaccess to public transit, and help support local businesses.

Bike Racks

P ath E nhancements

P ath E nhancements

Subtle lighting can greatly improve the safety of the path.

Not for construction. Part of a student project and not based on a legal survey.

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Bioswales and bioretention systems are designed to capture, slow, cool, and infiltrate stormwater on-site. They collect runoff from impervious surfaces, such as roads and parking lots. In these systems, the stormwater retention area is planted with species that can tolerate fluctuating conditions, i.e., periodic flooding and long periods of dry soil. According to the Massachusetts Department of Environmental Protection, bioretention features have the potential to remove more than 80% of total suspended solids from stormwater.

The establishment period is critical for a bioswale’s long-term success. During the first 2 to 3 years, new plants require care to develop deep root systems. The Town should plan for a maintenance regiment that includes watering, weed management, and regular inspection following storm events.

BIOSWALE PLANT PALETTE COMMON NAME

BOTNICAL NAME

TYPE

HEIGHT

SUN / SHADE

BLOOM TIME

RED CHOKEBERRY

ARONIA ARBUTIFOLIA

SHRUB

6-10'

FULL SUN - PART SHADE

APR - MAY

BLUE VERVAIN

VERBENA HASTATA

FORB

5'

FULL SUN - PART SUN

JUL - SEP

NEW ENGLAND ASTER

SYMPHYOTRICHUM NOVAE-ANGLIAE

FORB

3-6'

FULL SUN - PART SUN

AUG - SEP

JOE PYE WEED

EUTROCHIUM MACULATUM

FORB

4-6'

FULL SUN - PART SUN

JUL - SEP

SWAMP MILKWEED

ASCLEPIAS INCARNATA

FORB

3-5'

FULL SUN - PART SUN

JUL - AUG

BLUE FLAG IRIS

IRIS VERSICOLOR

FORB

2-3'

FULL SUN - PART SHADE

MAY - JUL

SWITCHGRASS

PANICUM VIRGATUM

GRASS

3-7'

FULL SUN - PART SUN

AUG - OCT

TUSSOCK SEDGE

CAREX STRICTA

GRASS

2-4'

FULL SUN - PART SHADE

MAY - JUN

red chokecherry

blue vervain

switchgrass

new england aster

Not for construction. Part of a student project and not based on a legal survey.

West Central Connector

Compared to turf grass or ornamental plantings, bioswales planted with native plants require less intensive long-term care. However, routine upkeep remains essential to ensure continued functionality. Over time, the catchment areas may become clogged with sediment and debris, limiting their effectiveness.

Brian Burke & James Riley S tormwater M anagement Designed By:Spring 2026

Stormwater management can be incorporated into the design of the path to filter contaminants and reduce the burden of stormwater on the sewer system. Bioretention features that address issues with runoff can provide ecological benefits while serving as an attractive and educational buffer to the shared-use path.

88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

S tormwater M anagement

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A simple palette of plants along the shared-use path creates a theme that carries from one parcel to the next. This consistency helps define the character of the West Central Corridor while leaving space for variations that spark visual interest along the route. The landscape establishes an attractive buffer that softens the presence of Route 135 while preserving sight lines to road traffic. Plants are installed to ensure adequate ADA clearances at maturity. Plants are selected for their tolerance to road salt, soil compaction, and other urban conditions. Preference is given to native species which provide ecological benefits, such as reducing the heat island effect and creating pollinator habitat. Landscape maintenance is reduced by using drought-tolerant plants that have minimal need for irrigation once established.

path planting template KEY

LITTLE

PRARIE

BLUESTEM

DROPSEED

MIX

GOLDENROD BERGAMOT RATTLESNAKE BUTTERFLY MASTER

winged sumac

eastern redbud

wild bergamot

roughleaf goldenrod

little bluestem

SHRUB

WEED

COMMON NAME

BOTANICAL NAME

TYPE

HEIGHT

SUN / SHADE

BLOOM TIME

SERVICEBERRY

AMELANCHIER CANADENSIS

TREE

15-25'

FULL SUN - PART SHADE

MAR - APR

EASTERN REDBUD

CERCIS CANADENSIS

TREE

20-30'

FULL SUN - PART SHADE

MAR - APR

WINGED SUMAC

RHUS COPALLINIUM

SHRUB

7-15'

FULL SUN - PART SHADE

JUL - SEP

FRAGRANT SUMAC

RHUS AROMATICA

SHRUB

6-12'

FULL SUN - PART SHADE

APR - JUN

BAYBERRY

MORELLA PENSYLVANICA

SHRUB

5-10'

FULL SUN - PART SHADE

APR - JUN

SWEETFERN

COMPTONIA PEREGRINA

SHRUB

2-5'

FULL SUN - PART SHADE

MAY - JUN

BUTTERFLY WEED

ASCLEPIAS TUBEROSA

FORB

2-3'

FULL SUN

MAY - SEP

BLUE FALSE INDIGO

BAPTISIA AUSTRALIS

FORB

3-5'

FULL SUN - PART SUN

MAY - JUN

BLAZING STAR

LIATRIS SPICATA

FORB

2-6'

FULL SUN

JUL - SEP

THREADLEAF BLUESTAR

AMSONIA HUBRICHTII

FORB

2-3'

FULL SUN - PART SHADE

APR - MAY

PURPLE CONEFLOWER

ECHINACEA PURPUREA

FORB

2-4'

FULL SUN - PART SHADE

JUN - AUG

WILD BERGAMOT

MONARDA FISTULOSA

FORB

2-4'

FULL SUN - PART SHADE

JUL - SEP

ROUGHLEAF GOLDENROD

SOLIDAGO RUGOSA

FORB

2-6'

FULL SUN - PART SUN

AUG - OCT

RATTLESNAKE MASTER

ERYNGIUM YUCCIFOLIUM

FORB

2-4'

FULL SUN

JUN - SEP

LITTLE BLUESTEM

SCHIZACHYRIUM SCOPARIUM

GRASS

2-4'

FULL SUN

AUG - OCT

PRARIE DROPSEED

SPOROBOLUS HETEROLEPIS

GRASS

2-3'

FULL SUN

AUG - OCT

SWITCHGRASS

PANICUM VIRGATUM

GRASS

3-7'

FULL SUN

AUG - OCT

butterfly weed Not for construction. Part of a student project and not based on a legal survey.

West Central Connector

CONEFLOWER

SWITCHGRASS AMSONIA

P lant P alette

To achieve a cohesive theme, the garden design relies on a matrix of ornamental grasses to provide structure to the plantings. Drifts of herbaceous perennials are woven into the mix of grasses, offering seasonal pops of color and a naturalistic aesthetic. On wider planting areas, a shrub layer borders the road. Smaller trees such as redbud and serviceberry are chosen so as not to interfere with overhead utility lines.

Bioretention elements installed along the roadway aid in the management of stormwater. The dense plantings reduce the long-term need for weeding and mulching.

Designed By: Brian Burke & James Riley Spring 2026

88 Village Hill Rd.Northampton, MA 01060 413-369-4044 www.csld.edu

P lant P alette

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