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SECTION 106 - MBTA STATION 5�-cT cs� 1 1 colo — M3TA STzfl<7 -I. Sectiiom 106-2014' Salem;L-ateial Project r tl universal® www.myuniversalop.com phone- I-A6A-756-4676 UNV 12113 MADE IN USA Deval L. Patrick,Governor Timothy P. Murray, Lt. Governor as.K.)' Richard A Davey, MassDOT Secretary&CEO � �. OT Jonathan R. Davis,Acting General Manager • w_ Massachusetts Department of Transportation and Rail&Transit Administrator 0i1 6 Transit Division December 27, 2012 . ' The Honorable Kimberley Driscoll Mayor's Office �Fo 2pjZ Salem City Hall ryQ ^ yG� 93 Washington Street Salem, MA 01970 aiFn„ Dear Mayor Driscoll: Attached please find a final executed copy of the Memorandum of Agreement that was developed between the MBTA and the Massachusetts Historical Commission (MHC) which lays out the terms and conditions by which we will handle the impacts to historic properties that will result from the construction and operation of the new Salem Intermodal Station. The MOA has now been signed by the two agencies as well as by the two Concurring Parties (the City of Salem as well as Historic Salem Inc.) Again, we appreciate the assistance of the City of Salem on this project. You and your staff have.been incredibly cooperative in accommodating us given our very tight timeline on the project. Your attention to the project and your assistance have made it possible to keep this project properly scheduled and on track. If you have any questions,please do not hesitate to contact me at 617-222-3126 or by email at abrennanCu)mbta.com. Sin ely, %� O Andrew D. Brennan Director of Environmental Affairs Attachment cc: Lynn Duncan,Salem Department of Planning and Community Development Massachusetts Bay Transportation Authority Ten Park Plaza,Suite 3910, Boston, MA 02116 Leading the Nation in Transportation Excellence www.mbta.com MEMORANDUM OF AGREEMENT BETWEEN THE MASSACHUSETTS HISTORICAL COMMISSION AND THE MASSACHUSETTS BAY TRANSPORTATION AUTHORITY REGARDING THE SALEM INTERMODAL STATION SALEM, MASSACHUSETTS WHEREAS, the Massachusetts Bay Transportation Authority (MBTA) proposes to build the Salem Intermodal Station (the"Project'); and WHEREAS, the Massachusetts Historical Commission (MHC) has determined the Project is an undertaking that will have an effect upon historic properties, which are the Salem Railroad Signal Tower and the underground identified remains of the Boston and Maine Railroad roundhouse and turntable and the documented location of the Essex/Eastem Railroad engine house and turntable; and WHEREAS, the MHC has concurred that the Salem Railroad Signal Tower is listed in the State Register of Historic Places and the remains of the Boston and Maine Railroad roundhouse and turntable meet the eligibility requirements for listing in the National Register of Historic Places (the "National Register eligible properties") in accordance with National Register eligibility criteria (36 CFR 63); and WHEREAS, MHC has identified the City of Salem and Historic Salem, Inc. (HSI), as potential consulting parties to the proposed undertaking and have been invited to concur with this Agreement; and WHEREAS, the MHC has requested and the MBTA has agreed to provide project information to the Salem Historic Commission (SHC), on behalf of the City of Salem, HSI and The Salem Partnership (TSP) for review and comment as outlined in the stipulations contained within this Agreement; and WHEREAS, the Project includes the exterior rehabilitation of the Salem Railroad Signal Tower; and WHEREAS, the Project will necessitate the demolition of a significant portion of the remains of the Boston and Maine Railroad roundhouse and turntable and the Essex/Eastem Railroad engine house and turntable; and WHEREAS, MHC has determined that the demolition of a portion of National Register eligible properties constitutes an adverse effect pursuant to 950 CMR 71.05; and WHEREAS, the Massachusetts Environmental Policy Act ("MEPA") requires, under its implementing regulations at 301 CMR 11.03(10), the preparation of an Environmental Notification Form for any project that proposes the demolition of all or any exterior part of any historic structure listed in or located in any historic district listed in the State Register of Historic Places or the Inventory of Historic and Archaeological Assets of the Commonwealth; unless the Project is subject to a determination of .no adverse effect" by the MHC or is consistent with a Memorandum of Agreement with the MHC; and WHEREAS, the MBTA and MHC have consulted regarding the potential adverse effects of the Project to the National Register eligible properties, have examined alternatives, and have concluded that, subject to compliance with the terms of this Agreement, there are no prudent and feasible measures or alternatives which would eliminate the need for the demolition of a portion of the National Register Page 1 eligible properties, but that steps can be taken to minimize or mitigate the potential adverse effects of such demolition; and WHEREAS, MHC has determined to accept the adverse effect of the Project on the historic properties, in consideration of the mitigation described herein; and Now,THEREFORE, the MBTA and MHC agree that the Project shall be undertaken and implemented in accordance with the following stipulations in ober to take into account the potential effect of the undertaking on historic properties, in accordance with M.G.L. Chapter 9, Section 26-27C, 950 CMR 71.00 et seq., and MEPA (301 CMR 11.03(10)). STIPULATIONS The MBTA will ensure that the following mitigation measures are carried out: 1. Archaeological Data Recovery Program An archeological data recovery program that meets the professional archaeological standards in 950 CMR 70 shall be established for the Project. The program shall include the following elements: • A qualified professional archaeologist will conduct an archaeological data recovery program to mitigate the adverse effects of the project on the Salem North River Railroad archaeological site. The data recovery will be guided by a set of research questions designed to collect information relating to the roundhouse site's history and period of occupancy; engineering and architectural design; and material culture. The research design and testing methodology will be approved by the MHC under the state archaeological permit regulations 950 CMR 70/71. Archival research will be conducted to supplement the regional and local railroad contexts and site history presented in the intensive survey/site examination survey report. • Field investigations will include: machine stripping, targeted hand excavations, and site mapping and photography for the 5,033 square meter (54,175 square foot) site area depicted on Figure 5-1 of the PAL July 2012 report and in accordance with the 30% design plans where avoidance is not deemed feasible. This area encompasses the identified remains of the Boston and Maine Railroad roundhouse and turntable as well as the documented area of the Essex/Eastern Railroad engine house and turntable to the west. • Laboratory processing and analyses will be conducted on all portable cultural materials recovered during the data recovery excavations. Non-portable objects will be thoroughly measured, drawn, and photographed as part of the cultural material assemblage identified at the site. • A technical report for data recovery will be prepared in accordance with federal and state guidelines for archaeological investigations. The technical report will present the results and interpretations of the archival research, field investigations, and Page 2 artifact analyses, and will address the site's research questions in local and regional contexts. 2. Rehabilitation of the Salem Railroad Signal Tower The Salem Railroad Signal Tower will be rehabilitated in accordance with the Secretary of the Interior's Standards for Rehabilitation. The MHC, SHC, HSI and TSP will be afforded the opportunity to review plans for the rehabilitation of the Signal Tower at the design development and construction document phases of the project. Upon completion of the MBTA's Signal Tower Rehabilitation work, the MBTA will develop a Request for Proposal (RFP) for private or public parties who may be willing, at their own expense, to undertake the required renovations to the Signal Tower to allow for the productive occupancy of the structure in keeping with the new project purpose. The RFP will include directives that the chosen candidate would be required to perform any work on the Signal Tower in accordance with the Secretary of the Interior's Standards for Rehabilitation (36 CFR 67). The MHC, SHC, HSI and the TSP will be afforded the opportunity to review the draft RFP for the Signal Tower prior to it being released to the public. 3. Construction Management Plan The Construction Management Plan will include measures to protect the Salem Railroad Signal Tower during construction. Construction drawings and specifications will include stipulations to protect the structure, including survey of the structure prior to excavation commencing, installation of physical barriers, and implementation of a geotechnical monitoring program. The final Construction Management Plan will be developed in cooperation with the Construction Manager and submitted to MHC, SHC, HSI and TSP for review and comment when available. 4. Design Review of New Construction MHC, SHC, HSI and TSP will be afforded the opportunity to review plans for the Project at the 60% and 90% design development and construction document phases of the project. S. Project Conservator A Project Conservator will be appointed to the project design team by the MBTA. The Project Conservator's responsibilities will include overseeing the work associated with the Salem Railroad Signal Tower to verify compliance with construction documents and agreements with public agencies, including the implementation of protective measures and the rehabilitation of the structure. The Project Conservator will meet the Secretary of the Interior's professional historic preservation qualifications. 6. Public Education/Outreach and Site Interpretation Public education/outreach and site interpretation components will include: • Production of a website home page for the MBTA and/or SHC with links to various work products including a short popular report; site visits by local schools during the archaeological investigations and/or preparation of a local educational curriculum; Page 3 r and local lecture/slide show for presentation to local historical commission/societies and other interested groups. • Interpretative signage including the development of text, graphics, and layout relating to the railroad roundhouse site history, engineering, architecture, and material culture will be manufactured and installed at a convenient location for public viewing at the commuter rail station site platform/parking area. The content of the interpretive signage as well as their locations will be developed in conjunction with MHC, SHC, HSI and TSP who will be given the opportunity to review and comment on the signage. Execution of this Agreement by the signatories listed below and the implementation of its terms by the MBTA shall be full and sufficient evidence that the MBTA has consulted with the MHC and satisfied the requirements of M.G.L. Chapter 9, Section 26-27C, as amended by Chapter 254 of the Acts of 1988 and implementing regulations at 950 CMR 71.00 and MEPA (at 301 CMR 11.03(10)). Page 4 SIGNATORIES: MASSACHUSETTS HISTORICAL COMMISSION By: Sell — Date: Brona Simon, Executive Director i Page 5 MASSACHUSETTS BAY TRANSPORTATION AUTHORITY By: n o__n Date: J athan R. Davis, Acting General Manager APPROVED FORM: 466—er-a�Nel 7 By: Date: 0 !� c4aell Page 6 CONCURRING PARTY: CITY OF SALEM By: 4� ly�. L4q Date: Kimberley Driscoll, Mayor Page 7 -CONCURRING PARTY: HISTORIC SALEM By: Date: Brenton Di so esident Page 8 s MBTA Salem Archaeology Salem Historic Commission Tour with MBTA, PAL (Public Archaeology Lab) 12/6/2012 Photos by David M.Hart 1 +- Overall views 14 AN Alt 'f,� ...��"` � wise ■■pp�d�7Wa�� z 4., `. y (11M2012) At DSC00968 Yom _( � w^ ,t{Mr � .J ; (.,� � � '�.E^�.� W+vr w,V3a MV• ! e a . ` �'�< Pt � S ` vi?'T'}ti •y `3.. '.+.a^^ at+. "t" AYC�'. 1� �,�,.�ys+t iNIM�� .tt+� a 5 z �l n• M` AArr �A�' V� Y }'.�' �;"� �x-,•� .:� '` Ali � ��• III s +r >h 4e" ,w ✓" i 4� I u .tZ r fes' A Y� i gN � 31 , - '~ti a' .y- r �• '_ $ - , ,ate . +"� _ �' •�»„ kms.: ,# r � tl' r . s a • a y _ �qu <,,,. 9 its .. ♦.n''°-y` '$ ♦� 1 A� f a V � .AY ^li'.` x� 'rem '�+ w— �y ffiy.. -�.i+. y M1 .a arf O;'IRI[ie i I .r 1 _-rlj3E t'.:b� 4 �._� r — '�' k; 24--z—, --zlw 1 1/• } WWI _ I1� ' � 0. 413 tM�u'✓" Aga � I ��yyy�np III �.;. e �.. ra ` .,,,�,N' F_. �„ ♦ _ .:y. ,if'"X' ,,, � 5 r�,} aye+- ,�¢,_r•1 '� `,.: R l` r4 f r ,� Af'yW'. �x°k+t °` • ° / r$. .y,.HxA„�- �6 .'a'�� f T r r r T� 1 //• Technical Proposal MBTA Salem Intermodal Station r blic Archaeology Laboratory Project Salem, Massachusetts Archaeological Data Recovery Program Submitted to: Salem North River Railroad Roundhouse October 24, 2012 Fennick McCredie Architecture 65 Franklin Street ' Boston, Massachusetts 02110 The Massachusetts Bay Transportation Authority (MBTA) is planning station improvements that include the construction of a new parking garage structure at the existing commuter station parking lot on Bridge Street in Salem, Massachusetts (Figure 1). The Project is subject to review under Massachusetts General Law (M.G.L.) Chapter 9, Sections 26-27C, which governs the review of state projects by the MHC. PAL is under contract with Fennick McCredie Architecture for the archaeological investigations in support of the MBTA Salem Intermodal Station Project. An archaeological survey/site examination conducted by PAL in May 2012 identified the Salem North River Railroad archaeological site. The site consists of the structural remains of the late nineteenth-century Boston and Maine Railroad roundhouse and turntable servicing facility as well as a potential earlier engine house and turntable present in the mid-nineteenth-century. The MBTA has determined that avoidance of the site is not feasible, and therefore proposes mitigation in the form of an archaeological data recovery program in accordance with MEPA's Final Record of Decision on the ENE In a letter dated October 22, 2012 the MHC concurred with the site's National Register eligibility under Criteria A, C, and D (36 CFR 60) and that the proposed mitigation is adequate and accepts the adverse effect. The MHC has requested that the project's Memorandum of Agreement (MOA) include stipulations for archaeological data recovery of the Salem North River Railroad Roundhouse historic archaeological site to be conducted under a State Archaeologist's permit(950 CMR 70). The Technical Proposal summarizes the previous investigations at the site; and describes the research design, testing methodology, laboratory processing and analysis, reporting, and public education/outreach that will be conducted as part of the data recovery program. The research framework/cultural context for the data recovery program corresponds to the town and regional/local railroad histories and site land use history provided in the intensive survey/site examination report (Cherau and Daly 2012). A schedule for the completion of the data recovery program is also included. Previous Investigations The intensive (locational) archaeological survey/site examination consisted of archival research using Boston and Maine Railroad records, town and corporate histories, and historical maps to 210 Lonsdale Avenue Pawtucket,Rl 02860 Tel: 401.728.8780 Fax: 401.728.8784 www.palinc.com Technical Proposal Salem Intermodal Station r■ ^116M Archaeological Data Recovery Program wmmw NWIMl Mtory page 2 of 15 assist in the location, identification, and evaluation of potentially significant historic and archaeological resources. Field investigations consisted of a walkover with close ground surface inspection, followed by subsurface testing (five machine-assisted trenches) in the project's Area of Potential Effect(APE). Archaeological resources identified within the direct impact project APE include the belowground structural components (masonry foundation walls, brick and concrete work floors, brick inspection pit, wood and metal rail supports and trackage) and associated utilities (steam and water pipes, valve control) of the documented 1888 Boston and Maine Railroad roundhouse and turntable. These features possess a generally high degree of integrity below the existing parking lot. The project area site history did not indicate evidence of any substantial construction or occupation activities in the parking lot postdating the demolition of the 1888 roundhouse in the mid-late twentieth century. The subsurface testing conducted to date also suggests a high likelihood that an earlier documented nineteenth-century railroad maintenance facility (engine house, turntable) survives in the site area. This facility was destroyed by fire in 1887, and was replaced by the later larger roundhouse and turntable along with a water tank, sand shed,coal bunker, and coaling tower. An analysis of the historic maps and photographs of the site, as well as the results of the field excavations conducted to date, suggest that the full horizontal extent of the archaeological site within the project area measures approximately 5,033 sq in (54,175 sq ft) or 1.25 acres, as delineated by the recommended site avoidance/mitigation boundary (Figure 2)., The site is contained entirely within the existing commuter rail station parking lot bound on the north by the active freight tracks (not MBTA) along the North River, and on the east, south, and west by the commuter parking lot travel lanes and parking spaces. In addition to the already identified 1888 roundhouse and turntable, the site boundary is drawn to include the first engine house and turntable in the northwest section of the commuter parking lot, as well as the documented water tank, sand shed, and coaling tower(Figure 3). The Salem North River Railroad Roundhouse archaeological site is recommended as eligible for listing in the National Register of Historic Places under Criteria A, C, and D in the areas of transportation, engineering, and archaeology. Criterion A applies to sites "that are associated with events that have made a significant contribution to the broad patterns of our history." The arrival of the railroad in Salem was an important event in the city's transportation history and helped create its modern geography. The establishment of rail transportation in the city played an important role in the socioeconomic development and transformation of Salem from a maritime port focused on international mercantile trade to one of manufacture and overland trade of a variety of bulk commodities and finished goods (agricultural products, coal and cotton, textiles, lumber) between the northeastern urban and manufacturing centers of Boston, Lowell, Lawrence, and Portland, Maine. The railroad brought Salem into closer contact with Boston, enabling new commuter populations to settle in the northerly city. Railroad construction in Salem included large-scale land- making efforts along the North River, South River, and Beverly Harbor as well as the 1839 completion of the Salem Tunnel below the town's commercial center. Salem became an important node in the Essex County rail network and hosted several large railroad facilities around the city's center, including the Salem North River Railroad Roundhouse'site. This site has the distinction of possibly containing the earliest identified engine house (ca. 1838-1839) associated with the Eastern Railroad, one of the pioneering railroads in the state and in the New England region, and/or with the Essex Railroad, an equally important Essex County rail line. The second roundhouse on the site was associated with the Boston and Maine Railroad, the dominant railroad in the early twentieth century in northern New England. While extensive archives exist for the Boston and Maine, the Technical Proposal A Salem Intermodal Station r^` Archaeological Data Recovery Program wm mmb page 3 of 15 records for the Salem North River Roundhouse are relatively scant, primarily consisting of the 1914 track valuation map and twentieth-century photographs. The historical documentary records for the Eastern and Essex railroad companies are essentially non-existent, and consist of a few generalized atlas maps, even fewer period photographs, and short entries in annual company reports. No documentary information regarding the construction date of the first engine house and turntable on the property has been identified to date. Land evidence records for the area may contain the only surviving documentary information for these early railroad land uses. Criterion C applies to sites "that embody the distinctive characteristics of a type, period, or method of construction..." and that' represent a significant and distinguishable entity whose components may lack individual distinction." The surviving (identified and potential) archaeological resources at the Salem North River Railroad Roundhouse Site comprise a significant and distinguishable complex of resources relating to nineteenth and early twentieth-century railroad servicing. Taken separately, the 1888 railroad maintenance facility at the North River site embodies the key components of a typical late nineteenth-century railroad passenger and locomotive servicing facility. While these key site elements are comparable to those documented at other regional railroad complexes, each contains a unique set of variables (technological, functional, socioeconomic, corporate)that are worthy of individual study and documentation. The North River site in the project area has the added research value of a high potential for the archaeological remains of the earlier engine house and turntable (pre-dating 1872) that could have been constructed in the 1830s and would represent one of the oldest, if not the oldest, turntable and engine house facility of the Eastern Railroad. The technological information that could be contained in such an under-documented industrial resource would be invaluable for understanding early railroad technology employed in the United States in general and in the Northeast specifically, as well as provide comparative data for the second roundhouse and turntable facility at the site. Criterion D applies to sites "that have yielded, or may be likely to yield, information important to prehistory or history." The Salem North River Railroad Roundhouse Site is the only surviving railroad maintenance facility of the four documented in Salem associated with the historic Eastern, Essex, and Boston and Maine railroad companies. The other three sites; one at Mill Street, one on Bridge Street near Osgood and Lathrop streets, and one at Northey Point; were all removed in the early to mid-1900s and their locations have been supplanted with modern constructions, rendering the presence of any intact belowground archaeological remains highly unlikely. In this case, the North River Railroad Roundhouse Site contains the archaeological remains of major site elements including the 1888 12-stall roundhouse with inspection pits and trackage, turntable pit foundation, and associated support machinery and infrastructure (utilities). These structural components have a high degree of physical integrity, suggesting that the remainder of the 1888 roundhouse and turntable pit (excepting the bridge) is intact at the site, and that remains of other identified structures in the project area (i.e., water tower supports, coaling tower foundation, sand shed foundation) would also survive, including the pre-1872 turntable and engine house. The possible presence of two turntable and engine house features on this one site offers the rare opportunity to collect data on regional/corporate evolution of architectural and engineering practices for these classes of railroad servicing structures, and to study changes in design characteristics and engineering methods. The archaeological data potential of the site is expected to add significantly to the current body of knowledge of how these facilities were constructed and operated by the railroad companies, and how they contributed to the socioeconomic and geographic character of their host communities. Technical Proposal Salem Intermodal Station �^` Archaeological Data Recovery Program worc<acna.amgy Leeornon page 4 of 15 Data Recovery Program By definition, a data recovery program "is the systematic removal of the scientific, prehistoric, historic and/or archaeological data that provide an historic property with its research or data value" (36 CFR Part 66). A data recovery program impacts a site. Significant data are, however, recovered for analysis and dissemination. Because a site can be partially or wholly destroyed in the course of archaeological mitigation, the data recovery program must include adequate methodologies to deal with anticipated discoveries and their removal from original environmental and cultural contexts. The archaeological data recovery program provides for the collection of data, the processing, analysis, and curation of artifacts and samples, and archival storage of notes, drawings, photographs, and other records generated by the excavations. These activities will address research questions and hypotheses and will provide ways in which the general public can benefit from the archaeological data recovery program. Research Design The research design for the data recovery program at the roundhouse site builds on the body of information that has been collected to date and summarized above. The research design consists of a series of questions that have been formulated to address specific issues relating to the roundhouse site's historical land uses and period of occupancy, engineering and architectural design, and material culture. The data that will be collected to address these questions has the potential to contribute new information to the currently understood history of the site and the history of regional and local railroads and technologies. When was the first railroad engine house and turntable constructed at the Salem North River site? Was it built by the Eastern and/or Essex Railroad companies? The site history shows that there were two broad phases of railroad occupancy at the site: the Eastern and/or Essex railroads from ca. 1850 to 1888 and the Boston and Maine Railroad from 1888 to ca. 1976. Each of these occupancies had its own complex of railroad maintenance facilities, including a roundhouse or engine house, turntable, and ancillary structures such as coaling bunkers and water tanks. The first roundhouse and turntable are documented to have been located to the west and partially within the footprint of the later Boston and Main Railroad roundhouse and turntable. The data recovery program will be designed to collect both archival and archaeological data concerning the Essex/Eastem Railroad facility's period of occupancy. The date of construction for the first engine house and turntable is not known, nor is it known for certain whether the Eastern Railroad or Essex Railroad was responsible for constructing the first engine house and turntable at the site. The excavations, in combination with additional archival research, are anticipated to provide a more specific and conclusive date range of construction and ownership, including any expansions or reconfigurations, for the first service facility at the site. What can the Salem North River Roundhouse archaeological site reveal about the facility's history and operation during both time periods? Both the Essex/Eastem Railroad and the Boston and Maine Railroad portions of the site have the potential to contain early equipment, tool assemblages, and/or architectural/engineering features that would lead to an improved understanding of the work activities undertaken at the facility, the Technical Proposal P ASalem Intermodal Station - � I ` Archaeological Data Recovery Program Aa n. �mreio.y page 5 of 15 spatial organization of the engine/round houses, and the equipment used for work tasks. The period 1830-1870, when the Essex/Eastern Railroad engine house facility was active at the site, was a formative time in American railroading when professional standards for maintenance operations were under active development and there were few trade publications covering the topic. This engine house's destruction by fire in 1887 increases the likelihood that machinery that would otherwise have been salvaged may have been left on site during site preparations for the new facility. The later Boston and Maine Railroad roundhouse predominantly contained engine servicing stalls, with an unknown work space(s) added to the rear side of the roundhouse in 1911- 1914. The function of this building addition is not currently known. The data recovery excavations will be designed to collect additional archaeological data that would inform on the function of this addition in relation to the overall roundhouse structure. Documentary and archaeological data collected for the history of the site during the data recovery program may also elucidate shifts in the relationship between maintenance facilities and larger issues concerning railroad motive power and corporate geographic organization. For example, what locomotive types were,serviced in Salem and are there any correlations to be found between the changing motive power rosters of the railroads utilizing the Salem maintenance facilities and physical changes that might be documented in the archaeological site? Were the designs of the two engine houses and related turntables adequate for the locomotives in use, or were modifications made for new locomotive types? The period of occupancy for the site extends past the period in which steam locomotives were used and into the so-called "diesel era." Therefore, any archaeological data concerning modifications to the property after World War It would contribute to an understanding of the contraction and restructuring of railroad maintenance at Salem and in the Boston and Maine regional system of maintenance facilities due to revised motor power rosters in this era. A partial demolition of the roundhouse occurred between 1950 and 1958, and some tracks were possibly removed from the remnant building. Did this demolition make room for new, diesel- related maintenance infrastructure, or was it intended strictly as a cost-saving measure? A second Eastern Railroad engine facility, the Mill Street Engine House, was located to the south of the Salem Tunnel. Did activities at the Salem North River Roundhouse change after the Mill Street roundhouse was demolished in the mid-1900s? What can the Salem North River Roundhouse archaeological site reveal about the engineering and architecture of railroad maintenance facilities, especially engine houses and turntables? It is expected that the archaeological data recovery will provide specific information concerning the design and construction of both the Eastern/Essex Railroad and the Boston and Maine Railroad engine houses and turntables. Scant data on either of these facilities is available in the historical record. The current basis of scholarly understanding for such structures comes from late-nineteenth and early twentieth century trade publications, the limited number of archaeological data recoveries performed at other similar sites in the region and across the country/internationally, and historical documentations of standing structures. Review of these materials demonstrates that while general design precepts for the facilities may be readily characterized, there is a high degree of variation evident when specific facilities are compared. Thus, archaeological excavation provides the only means to obtain site-specific data conceming the structures in use at Salem. Such data might permit more detailed understanding of the structures' dimensions, materials, foundations, framing, floor plan, and machinery. The potential Eastern/Essex Railroad turntable and engine house site features, in particular, could provide important information on the design characteristics of structures during this formative period of railroad architecture. Any archaeological data recovered on the Technical Proposal Salem Intermodal Station Archaeological Data Recovery Program wwic aeclieeao6Y�ebmeion page 6 of 15 construction of the turntable and its bridge (bridge type, pit foundations) and its operating characteristics (center pivot or rim-bearing, means of propulsion) would be especially valuable for comparative purposes. The full excavation of the two turntable pits and related engine house remains will contribute to a broader understanding of railroad maintenance facility design in the late nineteenth and early twentieth centuries. As noted above, site-specific investigations document that a high degree of variation may found within the solutions each railroad developed to meet general programmatic and engineering requirements of maintenance shops. The data from Salem is expected to contribute to comparative evaluations outside of and within New England, between different corporations, and within corporations. The dimensions of the structures as indicated in historical maps and valuation plans can be validated or revised using the archaeological data collected during the excavations. Also, the potential presence of two engine houses and turntables within one site would provide a unique opportunity to document change in roundhouse design over time within a single locale, if not a single railroad. The added value of archaeological remains associated with an early (possibly ca. 1830s) engine house and turntable, which would be one of the earliest such maintenance facilities built by the Eastern Railroad, is particularly important at this site. Archaeological data recovery of the Eastern/Essex Railroad roundhouse may inform our historical understanding of the design process for such structures. While chief engineers or contractors for right-of-way are typically documented in historical materials, the designers and contractors for early maintenance structures are usually not provided in the written record. Identification of the builder through analysis of primary sources and comparison with the archaeological record could inform as to the design of such structures—whether they were standardized or site-specific and who was responsible for the design, or whether they were vernacular structures that originated from a common vocabulary of railroad design held by professionals or experienced tradesmen in the field during that particular period. How were the activity areas and associated maintenance structures organized spatially and how did this arrangement contribute to the efficiency of the overall work flow at the site? The historic maps and valuation records indicate that work spaces and associated maintenance structures (e.g., water tower, coaling tower, and sand shed) were concentrated around the engine/round houses and turntables; first on the west corner of the site, then to the east in the center of the wye. What were the logistical or other reasons for the spatial organization of these support structures around the engine/round houses? What were the reasons for the spatial reorganization of the roundhouse site between its first and second iterations in the nineteenth century? This analysis will be conducted within the context of information obtained about the corporate ownership, temporal occupancy, and setting in the regional railroad geography of the first and second engine/round house facilities. The data recovery excavations will be designed to expose all such extant work spaces in both documented/identified site areas for comparative purposes. What does the Salem North River Roundhouse archaeological site reveal about work place conditions, worker status, and management within the socioeconomic framework of Salem and surrounding communities? Previous archaeological investigations of railroad maintenance facilities in New England have recovered limited amounts of domestic/personal artifacts. The artifact assemblage recovered to date at the Salem site includes bottle and container glass fragments, ceramic sherds, and kaolin pipe Technical Proposal A Salem Intermodal Station �` Archaeological Data Recovery Program Fm wcnmmogv iecoamn page 7 of 15 stem fragments. While the intensive/site examination findings were inconclusive as to the contextual provenience of these materials, the larger data recovery excavations are expected to identify intact occupation strata containing additional domestic/personal artifacts such as tableware (bottle glass, ceramics), food refuse, smoking pipes, game tokens and coins, and vestment items (buttons, buckles). These items may be found in differing densities and locations within the site. The spatial patterning and density of personal and household type items may indicate where workers congregated during work breaks and how those interior/exterior spaces may have changed between the two engine/roundhouse sites and/or over time. This information would assist in determining temporal dates of occupation for the different site components, as well as a generalized understanding of the local railroad workforce's socioeconomic status and labor conditions in the nineteenth and early twentieth centuries. The archival research will include a review of primary source materials (e.g., newspaper accounts) for information concerning railroad labor relations (e.g., strikes, layoffs, labor shortages) in Salem and surrounding communities. Site interpretations will examine the domestic/personal cultural material assemblage recovered at the site in the context of the documented railroad corporate-labor history. Data Recovery Methodology The data recovery to be conducted at the Salem North River Roundhouse archaeological site will consist of additional archival research, field investigations, laboratory processing and analyses, site interpretations, and technical report preparation and submittal. Each of these tasks,is described as follows. Archival Research The archival research will focus on supplementing the regional and local railroad contexts and site history presented in the intensive survey/site examination survey report. This research will complete the chain-of-title/landownership for the project property and attempt to establish date(s) of construction and ownership for the earliest documented railroad engine house and turntable. It will also be used to complete the regional railroad and roundhouse//turntable contexts including comparisons with other railroad servicing facilities in the greater Salem area. Information sources will include land evidence records as well as nineteenth century annual railroad reports and locomotive rosters for the Essex, Eastern, and Boston & Maine Railroad Companies. Newspaper articles and other primary sources relating to railroad company labor relations in Salem and surrounding communities will also be reviewed. The following repositories/sources will be consulted: the Salem/Essex County Registry of Deeds; the Massachusetts State Library; the Boston and Maine Railroad Historical Society in Lowell; and local newspaper accounts from 1850s to 1872 (Salem and Essex Gazettes,Essex Register, others). Field Investigations The field investigations will consist of three primary tasks: machine stripping, targeted hand excavations, and site mapping and photography. The machine stripping will encompass the 5,033 square meter (54,175 square foot) site mitigation boundary area depicted on Figure 2 (existing conditions)and Figure 4 (proposed conditions). This area encompasses the identified remains of the Boston and Maine Railroad (1888)roundhouse and turntable as well as the documented area of the earlier Essex/Eastern Railroad engine house and turntable to the west. Technical Proposal - Salem Intermodal Station - r^16. Archaeological Data Recovery Program aa�vcneeaogr i.mamy page 8 of 15 Machine Stripping The goal of the machine stripping will be to fully expose all structural remains and features associated with both of the nineteenth-century railroad engine/roundhouse complexes including the engine house foundations, turntable pits, water tower, coaling tower, sand shed and any other related components that may be present. All pavement and upper fill soils will be removed from the entire site work area, with the use of hydraulic machinery (excavator) and laborers to be provided by PAL'S subconsultant, MC Services, as directed by PAL archaeologists. Because of the site logistics including maintaining the maximum commuter parking lot access during the archaeological investigations, the machine stripping will be conducted inr hased areas so that the removed soils can be stockpiled within the site work area and replaced so that no excavated soils will need to be removed off-site and outside of the fenced work area. The phased excavations will be conducted in three sections as follows: the southeast part of the site work area will be excavated to expose the entire circumference and interior of the 1888 turntable pit and its related features; the northeast part of the site work area will be excavated to expose the entire footprint of the 1888 12- stall roundhouse and associated additions/workspaces; and the west part of the site work area will be excavated to expose any structural remains and features associated with the earlier engine house and turntable. In each of the phased excavation areas, approximately 1-3 ft of modern/post-abandonment fill soils will be removed from the tops of the structural remains to the historic ground surfaces identified during the intensive survey/site examination investigations. Modem fill soils will also be removed to depths of up to 4-6 feet within the roundhouse inspection pits and turntable pit(s) as needed to fully expose these deeper features. It is estimated that up to approximately 216,700 cubic feet of soil will be removed from the entire fenced site area during the data recovery program and stockpiled within the work area for backfilling once the field investigations are completed. The machine stripping will involve a combination of machine-assisted and hand shovel scraping techniques. Machine excavation where little or no archaeological data including structural remains are present will extend to sterile fill/natural subsoils and/or the water table. All machine-excavated soils will be examined for cultural materials and a sample(approximately 10 percent) of these soils will be hand screened through 1/4-inch hardware mesh. Any cultural material (or a representative sample) remaining in the screen and collected from the excavated unscreened soils will be bagged and tagged by excavation area. Targeted Hand Excavations Based on the results of the machine stripping, targeted hand excavations will also be conducted to more closely investigate specific structural remains and features including representative roundhouse inspection pits, machinery remains including the turntable pits' center pivot supports, builder's trenches, ancillary work areas that may be associated with the roundhouse, turntable(s), water tower, coaling tower, and sand shed as well as possible refuse middens and.privy(ies). The hand excavations will be conducted in the form of excavation units (e.g., .50-x-1-meter, 1-x-1- meter) in 10-cm increments and all excavated soil will be screened through '/4-inch hardware mesh, to recover cultural materials. It is estimated that the equivalent of 20 square meters of targeted hand excavations in the form of excavation units will be needed as part of the data recovery field investigations. Technical Proposal Salem Intermodal Station Archaeological Data Recovery Program walc mm�zeoropy tecoreiwy page 9 of 15 The proposed field excavations assumes that no contaminated soils are present that would require a special NPDES permit for dewatering and/or the preparation of a site-specific Health and Safety Plan (HASP) and additional Personal Protective Equipment (PPE) and decontamination procedures beyond normal work conditions (Level D PPE). Mappine and Photo ra by Mapping and photography of all excavated areas will be conducted as part of the data recovery program. The mapping will consist of an overall site plan drawn with the assistance of a surveyor Total Station and GPS data points. The various site plans and profiles will be generated using a combination of GIS and CAD software programs. The dimensions and composition of individual structural remains and features including nonportable artifacts will be supplemented with hand- drawn plans, cross-sections, and profiles. Nonportable artifacts consist of machinery parts and other railroad servicing equipment (e.g., wood ties, steel/iron rails, brick, concrete) exposed in situ or within fill deposits that cannot be transported to the PAL facility for laboratory processing, analysis, and curation. In these cases, the artifacts will be thoroughly measured, drawn, and photographed as part of the cultural material assemblage identified at the site. Digital photographs of the excavation areas and structural remains and features will also be taken throughout the field investigations. The photography will include overview (aerial) images taken from a hydraulic lift before each excavation area is backfilled and repaved. Laboratory Processing and Analysis All portable cultural materials recovered during the data recovery excavations will be transported to the PAL laboratory facility in Pawtucket, RI and subjected to a full range of laboratory processing and analyses. These activities will include cleaning, temporal identification, and cataloging of recovered cultural materials, as well as analyses of spatial distributions of artifacts and map and graphics production. Statistical analyses result in estimations of frequency and distribution of archaeological materials including portable and nonportable artifacts. -- Laboratory processing and analyses will include: cleaning, identification, and cataloging of all archaeological materials; specialized analysis and interpretation of archaeological materials, including possible electrolysis of metal objects to identify form and function; in-depth analysis of spatial distributions of the archaeological materials; and map and graphics production. Appropriate conservation measures of artifacts will be taken when necessary. These conservation measures will be in accordance with the MHC and National Park Service's standards for the care and management of archaeological collections. Following laboratory processing and cataloging activities, all recovered cultural materials will be placed in acid-free Hollinger boxes with box content lists and labels printed on acid-free paper. These boxes will be stored at PAL in accordance with federal and state curation guidelines until such time as the Commonwealth of Massachusetts establishes a permanent curation facility. Technical Proposal - A _ Salem Intermodal Station �^` Archaeological Data Recovery Program wam nrtnawkgr ieeorem�y page 10 of 15 Clearance Memorandum Upon completion of the field investigations, PAL will prepare an end-of-fieldwork memorandum for the MBTA, MHC, and other consulting parties. The end-of-fieldwork memorandum will include a summary of the fieldwork excavations and preliminary findings including a site plan, and collected data including a laboratory catalog of recovered artifacts, along with recommendations that project construction be cleared to commence in the site area. The memorandum will include a schedule for laboratory processing and analyses and report preparation. Technical Report Upon completion of the laboratory processing and data analysis tasks, PAL will prepare a technical archaeological report for data recovery that will follow the guidelines established by the National Park Service in the Recovery of Scientific, Prehistoric, Historic, and Archeological Data (36 CFR Part 66 Appendix A) and the MHC permitting requirements (950 CMR 70/71). The technical report will present the results and interpretations of the archival research and field investigations, and will address research questions that will be developed as part of the archaeological permit application's technical proposal. A draft copy of the report will be submitted to the MBTA, MHC, and other consulting parties for review. The final report will follow the draft review. The data recovery fieldwork, laboratory processing and analysis, curation, and written products will meet the standards outlined in the Secretary of Interior's Standards and Guidelines for Archeology and Historic Preservation (48 FR 44716 1983) and the MHC's archaeological permitting requirements(950 CMR 70/71). Public Education and Outreach The National Park Service guidelines require that archaeological data recovery programs include a public education and outreach component. The MHC archaeological permitting requirements for archaeological data recovery also mandate the need to interpret site results for the public benefit and to present those findings to the public. Public education/outreach components will include the following: production of a website home page for the MBTA and/or local historical commission/society with links to various work products including a short popular report; site visits by local schools during the archaeological investigations and/or preparation of a local educational curriculum; and local lecture/slide show for presentation to local historical commission/societies and other interested groups. Interpretative signage including the development of text, graphics,and layout relating to the railroad roundhouse site history, engineering, architecture, and material culture will be manufactured and installed at a convenient location for public viewing at the commuter rail station site platform/parking area. Schedule The following data recovery schedule has been developed for the above-described tasks. The data recovery fieldwork will start by November 13, 2012 and is expected to take seven weeks, including some allowances for inclement weather, with fieldwork to be completed by December 30, 2012. The clearance memorandum will be prepared and submitted within 30 days of the completion of fieldwork. The laboratory data analyses and report preparation with take six to nine months to ,complete, with an expected submittal of the draft technical report on/about August 30, 2013. The Technical Proposal Irl A Salem Intermodal Station �^16= Archaeological Data Recovery Program worcc srcM1aeo�opy�.m�am�y page 1I of 15 public education/outreach components of the data recovery will be completed in accordance with the project's MOA stipulations. Personnel The archaeological data recovery program will be overseen by Suzanne Cherau, PAL principal investigator/senior archaeologist, who has extensive experience on similar railroad projects conducted for the MBTA. Ms. Cherau will be assisted by Erin Timms, PAL .industrial archaeologist, John Daly, PAL industrial historian, and a team of qualified field archaeologists. All PAL project personnel meet the qualifications set by the National Park Service (36 CFR Part 66, Appendix Q and the MHC. PAL's machine subcontractor will be MC Services of Plymouth, Massachusetts, who assisted in the intensive survey/site examination field investigations and has extensive experience on MBTA projects. References Cherau, Suzanne G. and John Daly 2012 Salem Intermodal Station Project, Intensive (Locational) Archaeological Survey/Site Examination, Salem, Massachusetts. PAL Report No. 2702. Submitted to Fennick McCredie Architectural on behalf of the Massachusetts Bay Transportation Authority, Boston,MA. Technical Proposal Salem Intermodal Station ^` Archaeological Data Recovery Program wont nmiaeoioay Lehoralon page 12 of 15 ^ Y a$ ♦ ��x. /e aL •• � 1 ,• 1 \ \AyyA\ t x +d -rd1 `2'b -:�� - fes ,fir 4\ � � .� • z" O -, � .�',st . . :! ° r ProlectArea^�s i 4 , \ "� \ ��,`1 ;z--' r,.-, g , tea'^ „ Aq •. •® \ �`pi-°k._ .9aet ttan,W �t wa If "�`• ``'-1� �°)•r/�k )�. sale - :r Q ,-'-m Termuw t�-'�� ry l�P �'"�� 1�� _ � Ire � Ske `��✓_ _s" ''.ia"/ Sa Ne�� a y _ Poinr,.,,.. J S LE M i f .; , a{ O q p 2• �5 f \ F P pw.k 8 i Oh1� I w ` S f �^A x Magnetic Declination OR s ' / l SCALE 1:24M 0 1 MILES S7 e .. - '_ ----- I= -1000 YF s O 1 - w o 1 KILOMETER Figure 1. Location of the Salem Intermodal Station project area and Salem North River Railroad Roundhouse historic archaeological site on the Salem,MA USGS 7.5 minute topographic quadrangle, 7.5 minute series. • 111 1 1 1 1 f v 4 4 •.� 4 i$, rat I��'• 1�' � jl.'tp� f r � .: +w s ' '•x/fii �� ,'y` : .tW �i'�" - .. X � l -�� rhe• .. Al fib. ., f � ,• Q 4 ` j �fk r� i 77 • _w Y ' I an w � N a - _ 1 1 1 : 1 1 1 • ' I If IM 11 . 1 ' 1 • O� r Public Archaeology Laboratory ��ti• r�wh� October 24, 2012 Brona Simon Executive Director State Archaeologist Massachusetts Historical Commission 220 Morrissey Boulevard Boston,Massachusetts 02125 Re: MBTA Salem Intermodal Station Project Archaeological Data Recovery Program, Salem North River Roundhouse Site PAL#2702 Dear Ms. Simon: Enclosed please find the original signed archaeological permit application prepared by PAL to conduct an archaeological data recovery program at the Salem North River Roundhouse Site within the MBTA Salem Intermodal Station Project in Salem, Massachusetts. The site is located on the Salem, Massachusetts USGS quadrangle. It is our understanding that a draft MOA for the Project including stipulations for the archaeological data recovery program will be submitted separately to your office by the MBTA. We would like to begin the excavations on November 13, 2012 in order to complete the fieldwork by the end of December before the winter weather arrives. Thank you in advance for your time and attention to this matter. If you have any questions or concerns, please do not hesitate to contact Suzanne Cherau, Principal Investigator,or me at your convenience. Sincerely, Deborah C. Cox,RPA President Enclosure cc: Andrew Brennan,MBTA(w/encl.) Holly Palmgren,MBTA(w/encl.) George Doherty Jr.,MBTA(w/encl.) Jonathan McCredie,Fennick McCredie Architecture(w/encl.) Jessica Herbert, Salem Historical Commission(w/encl.) Brenton Dickson,Historic Salem Inc. (w/encl.) 26 Main Street Pawtucket, RI 02860 1401.728.8780 Main 401.728.8784 Fax palinc.com 950 CMR: DEPARTMENT OF THE STATE SECRETARY APPENDIX B COMMONWEALTH OF MASSACHUSETTS SECRETARY OF STATE: MASSACHUSETTS HISTORICAL COMMISSION PERMIT APPLICATION: ARCHAEOLOGICAL FIELD INVESTIGATION A.General Information Pursuant to Section 27(c) of Chapter 9 of the General Laws and according to the regulations outlined in 950 CMR 70.00, a permit to conduct a field investigation is hereby requested. 1. Name(s): Suzanne Cherau 2. Institution: The Public Archaeology Laboratory,Inc. Address: 210 Lonsdale Avenue Pawtucket,Rhode Island 02860 3. Project Location: MBTA Salem Intermodal Station Project see attached proposal 4. Town(s): Salem 5. Attach a copy of a USGS quadrangle with the project area clearly marked. see attached 6. Property Owner(s): Massachusetts Bay Transportation Authority 7. The applicant affirms that the owner has been notified and has agreed that the applicant may perform the proposed field investigation. 8. The proposed field investigation is for a(n): a. Reconnaissance Survey b. Intensive Survey c. Site Examination d. Data Recovery B. Professional Qualifications 1. Attach a personnel chart and project schedule as described in 950 CMR 70.11 (b). a. Personnel Principal Investigator: Suzanne Cherau Project(Industrial)Archaeologist: Erin Timms Industrial Historian: John Daly Field Crew: William Burns John Kelly John Campbell Sean Luttge Jessica Horn b. Schedule Fieldwork: November-December 2012 Laboratory: January-June 2013 Report: August 2013 2. Include copies of curriculum vitae of key personnel(unless already on file with the State Archaeologist). C.Research Design 1. Attach a narrative description of the proposed Research Design according to the require- ments of 950 CMR 70.11. 2. The Applicant agrees to perform the field investigations according to the standards outlined in 950 CMR 70.13. 3. The Applicant agrees to submit a Summary Report, prepared according to the standards outlined in 950 CMR 70.14 by: December 30,2013 4. The specimens recovered during performance of the proposed field investigation will be curated at: The Public Archaeology Laboratory,Inc. 210 Lonsdale Avenue Pawtucket,Rhode Island 02860 SIGNATURE ✓CJ' U/J/Q C`U 9(�_ OCtfY�1_ �"1 I APPLIC T(S) YDATE II � Deval L. Patrick,Governor massDOTus Timothy P.Murray, Lt. Governor ■ Richard A Davey, MassDOT Secretary&CEO Jonathan R.Davis,Acting General Manager • • Massachetts Depi rnt or Transportation and Rail b Transit Administrator Rail 6 Transit Division June 18,2012 Re: Salem Intermodal Station Project JUN 19 2012 Expanded Environmental Notification Form DEFT, OF PLANNING$ "��td "ry QENELOPHEdT Dear Interested Party: Attached please find a copy of the Expanded Environmental Notification Form(EENF)for the Salem intermodal Station which was submitted to the Executive Office of Energy and Environment(EEA) on June 15,2012. As described in the EENF,the MBTA is proposing to build a 715 space structured garage on the site of the existing surface parking lot at the Salem Commuter Rail Station. The project also includes a full level,800'platform which when completed,will make every car on a commuter rail train fully accessible to people with disabilities who use the Salem Commuter Rail Station. As you can see in the attached document,the MBTA is requesting a waiver from the requirement of an EIR and correspondingly,has prepared an Expanded ENF so that there is sufficient information on the project for the public to review and comment on,and for MEPA to grant a waiver of the EIR requirement. The EENF will now be subject to a public review process. Anyone interested in commenting on this EENF should submit comments to: Secretary Richard K Sullivan,Jr. Executive Office of Energy and Environmental Affairs(EEA) Attn:MEPA Office 100 Cambridge Street,Suite 900 Boston,MA 02114 All comments must be received by EEA no later than Friday,July 20,2012. We look forward to a robust public review of this project and the EENF. Should you have any questions or require any additional information or assistance on this project or the document, please feel free to contact me at abrennan(a)mbta.com. Sin r ly, %� t7' Andrew D.Brennan Director of Environmental Affairs ,Massachusetts Bay Transportation Authority Ten Park Plaza,Suite 3910,Boston,MA 02116 Leading the Nation in Transportation Excellence www.mbta.com conditions. Furthermore, the Project will replace existing pedestrian sidewalks, which are deteriorating and not adequately sized to accommodate current volumes of pedestrian and bicycle traffic, with ADA-compliant concrete sidewalks. Bicyclists will be provided a mixed-use path that will extend from the Bridge Street entrance to a dedicated "Pedal & Park" covered and secure bike storage area within the garage structure (see Figure 1-6). The area will be in view of the parking office and will be provided with security cameras, improving access as well as safety and security for bicyclists using the facility. For bicyclists accessing the site from the south, a bicycle rack will be provided in level 2 of the garage, and will be accessible from the proposed pedestrian bridge. Pedestrian and bicycle site circulation.is described in further detail in Section 6.4.4. Enhanced site circulation and accessibility will improve public safety, particularly associated with pedestrians. Furthermore, an on-site operations office and security cameras proposed throughout the station and garage will create a safe environment for the users. 1.1.3 Salem Rai/road Signal Tower The Project scope includes the rehabilitation of the Salem Railroad Signal Tower located at the southeast corner of the Project site. This historic structure is discussed in greater detail in Section 10.0. The proposed rehabilitation will be undertaken in accordance with the Secretary of Interior's Standards and Guidelines for Rehabilitation. The structure will not be made accessible to the public, and no programmed use is anticipated. A hazardous materials assessment and abatement will be undertaken after which anachronistic additions such as security lighting will be removed, the facade will be cleaned, and the windows and roof will be repaired or replaced as necessary. It is anticipated that the copper gutter system will need to be repaired and replaced in-kind, as appropriate, due to deterioration. Masonry repairs are expected to be minimal with selective mortar replacement. 1.1.4 Architecture The Project is an opportunity to create a new gateway and point of orientation for commuters and visitors to the City of Salem through a context-sensitive design appropriate to the scale, material, and historical importance of the area. The MBTA and its design team have developed the Project design and program in coordination with the City of Salem, public officials, and local residents through a series of public meetings. This-public process has helped prioritize and focus the-direction of the Project, culminating in an approach that will balance passenger comfort, improved access, amenities, and architectural aesthetics. The proposed garage structure will be primarily pre-cast concrete construction with facade enhancements as the Project budget allows. Possible treatments include textured surfaces, thin brick cladding, and colored concrete. Facade treatments will increase in density 334615alem Intermodal Station/EENf 1-11 Project Summary Expanded Environmental Notification Form Epsilon Associates, Inc. I 10.0 HISTORIC AND ARCHAEOLOGICAL RESOURCES This section identifies historic and archaeological resources within and in the vicinity of the Project area, identifies potential project impacts to significant resources and alternatives considered to eliminate, minimize, or mitigate adverse project impacts, and summarizes the status of consultation with the Massachusetts Historical Commission (MHC). 10.1 Historic and Archaeological Resources within and in the Vicinity of the Project Area The Project area encompasses an approximately 5.7-acre triangular-shaped parcel in Downtown Salem that is bounded by active freight tracks (not under the care or control of MBTA) and the North River to the north, a City-owned surface parking lot to the southwest, and MBTA commuter rail tracks to the southeast. The site is positioned at the northern end of Washington Street and along Bridge Street. The Project area is depicted on Figures 1-1 and 1-2. 10.1.1 Salem Rai/road Signa/Tower The Salem Railroad Signal Tower (MHC #SAL.3579) is located in the southeast corner of the Project site at 242 Bridge Street. Constructed in 1928, the two-story brick and steel structure was built as part of the Boston & Maine railroad system. The structure is a locally- significant rare surviving signal tower, one of only four remaining in Massachusetts. In 1992, the tower was formally determined eligible for listing in the National Register of Historic Places by the Secretary of the Interior and listed in the State Register of Historic Places. The tower is approximately 13 feet by 19 feet and constructed of red brick and steel on a concrete foundation wall. The structure underwent foundation repairs in 1950 as part of the Washington Street tunnel project. An exterior steel staircase was added in 1957. Original steel-framed windows are in disrepair with much glazing missing or broken. A hipped roof overhangs the corbelled brick walls with a copper gutter and downspout system. Security lighting has been added to the facade and graffiti covers significant portions of the lower brick walls. The brick and precast concrete sills and lintels appear to be generally in good repair, as does the brick mortar. The Signal Tower had most recently been used to handle single-track operations in the area, but is no longer active. Its historic context has been compromised by the construction of a surface parking lot to the northwest, elevated Bridge Street to the south, and modern apartment complex to the east, separated by the MBTA commuter rail tracks. 10.1.2 Historic Resources in the Vicinity of the Project Area A review of the Inventory of Historic and Archaeological Assets of the Commonwealth and the State and National Registers of Historic Places indicates historic resources in the vicinity of the Project area are limited to the Federal Street Historic District, which is located 3346/Salem Intermodal Station/FFNF 141 Historic and Archaeological Resources Project Narrative Epsilon Associates, Inc.; Kleinfelder, Inc.; PAL, Inc. southwest of the Project. It is noted that the Project site and Federal Street Historic District are physically and visually separated from each other by the elevated Bridge Street. Figure 10-1 depicts historic resources within and in the vicinity of the Project area. 10.1.3 Archaeological Resources A review of MHC files indicated there are no previously-recorded archaeological sites within the Project area; however, reviews of the City's historical and Sanborn insurance maps, as well as results of a geophysical survey, indicated the potential for below-ground structural remains associated with a railroad roundhouse site. In spring 2012, intensive (i.e., locational) archaeological survey/site examination field investigations and archival research were undertaken by The Public Archaeological Laboratory, Inc. (PAL), under contract with the META. The field investigations consisted of excavating five machine-assisted trenches in the existing parking lot on-site. This testing resulted in the identification of intact subsurface remains of the documented late ' nineteenth-twentieth century Boston and Maine Railroad Company engine servicing facility. The archaeological remains include the turntable pit foundation, roundhouse with inspection pit foundations, and associated artifact assemblage. The below-ground structural remains and soil matrices possess very good to excellent physical integrity and high research value. As such, the Salem Roundhouse Site is recommended as eligible for listing in the National and State Registers of Historic Places under Criteria A, C, and D. These remains are located roughly in the center of the current parking lot (see Figure 10-2). Under Criterion A, the Salem Roundhouse Site was part of a railroad servicing facility including passenger station that served the residential and commercial districts of Salem in the late nineteenth and twentieth centuries, and is associated with the historical development of Salem's transportation and economy. Under Criterion C, the roundhouse site elements embody key components of a vernacular late nineteenth-twentieth century railroad servicing facility for steam locomotives, along with possible archaeological evidence of an earlier Boston and Lowell Railroad roundhouse configuration that could provide important information regarding the transformation and modification of a moderately-sized steam locomotive facility. Under Criterion D, the roundhouse site contains the archaeological remains of major site elements including the 12-stall roundhouse with inspection pits, turntable pit foundation, and associated artifacts. There is a strong potential for additional documented and under-documented site elements, including the earlier roundhouse and turntable pit structures. The site has a strong potential to yield comparative data for similar regional railroad sites and will add to the current body of knowledge on how these facilities were constructed and operated, and how they related to their host communities. 3346/5alem Intermodal Station/EENF 10-2 Historic and Archaeological Resources Project Narrative Epsilon Associates, Inc.; Kleinfelder, Inc.; PAL, Inc. ' �� . _L EG S'aienn Railroad Signal Tower Federal Street District T 400 1 100 1 inch 11 -- 2008 • .�. . }i � �5��+ b , 4•j,w � �,01 L O �r��yYp ' 4 : ram f r g� .1 •T- v a f T � 1� � �� A/ {S f♦ (( yy % _ � '+ -Yew • '!�, � qy� _ � P�STRCCT _ { '!�° e:• kR � �._ `.� � yr 1„�° ' � i .� F+Eot.nom, o . Llk Spg`� 3 a 'i" air •. :JJ lit 19, tRCET t . 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Salem Intermodal Station Project Salem, MA O i:'massDOT n q k Figure 10-2 Archaeological Resources and Associated Investigations BA16 Tan4t YlYlilpn 10.2 Massachusetts Historical Commission Consultation To expedite review of the Project and its potential impacts on historic and archaeological resources, a Project Notification Form (PNF) was submitted to the MHC in March 2012. The PNF noted that an EENF would be filed for this Project later in 2012. Concurrent with the PNF, an application for a State Archaeologist permit was filed to conduct an intensive (locational) survey/site examination of the Project area. The MHC responded to the PNF and State Archaeologist's permit application in a letter dated March 26, 2012 that requested additional information to assist in the agency's review of the Project, including: ♦ Detailed Project information: This EENF provides a detailed description of the proposed Project and potential Project impacts. ♦ Scaled plans and drawings in an 11"x17" format: The Proponent will provide MHC with these plans prior to the process of assembling a Memorandum of Agreement with the agency. ♦ Color renderings of the proposed new construction, including vantage points from the Federal Street Historic District, to evaluate any visual effect to the district: Figures 1-8 and 1-9 contain color renderings of the proposed Project from the Federal Street Historic District. The Proponent will provide MHC with additional renderings prior to the process of assembling a Memorandum of Agreement with the agency. ♦ Development of a construction monitoring plan to ensure the Signal Tower is not damaged during construction (see Section 11.3). ♦ The MHC requested that the PNF be sent to the Salem Historical Commission (SHC) and Historic Salem, Inc. (HSI): Copies of the PNF were forwarded to the SHC and HSI in April 2012. A copy of this EENF is also being provided to the SHC and HSI. State Archaeologist Permit #3311 was issued to PAL on March 19, 2012. The intensive (locational) survey and site examination consisting of field investigations and archival research were conducted from May 7-21, 2012 with the goals of locating, identifying, and evaluating any significant archaeological resources that may be impacted by the proposed Project. PAL is currently preparing a technical report for the archaeological investigations which will be submitted to the MHC and SHC for review and comment in July 2012. 10.3 Impacts to Historic and Archaeological Resources The proposed Project will have no direct adverse physical impact to the Signal Tower or any other above-ground historic resources. Construction of the five-story parking structure may have indirect effects on the Signal Tower through the introduction of visual elements 3346/Salem Intermodal Station/EENF 10-5 Historic and Archaeological Resources Project Narrative Epsilon Associates, Inc.; Kleinfelder, Inc.; PAL, Inc. that are out of character with the Signal Tower. However, as noted above, the historic context of this area has been previously compromised by new construction and demolition. The new parking structure will obstruct views of the Signal Tower from the west and northwest resulting in minimized visibility of the Tower from public rights-of-way. However, these rights-of-ways do not contribute to the Tower's historical significance or its historic context. As noted in Section 1.0, the Project is designed to be context-sensitive to the scale, materials, and historical importance of nearby Downtown Salem. The proposed garage structure will be primarily pre-cast construction with facade enhancements as the Project budget allows, including textured surfaces, brick cladding, and colored concrete. Facade treatments will increase in density toward areas seen from view corridors of primary significance. Plans have been developed to protect the Signal Tower from potential construction impacts. Project plans call for concrete barriers to be placed around the Tower to protect it from heavy equipment and other potential impacts. Project construction will have no direct or indirect impacts to the Federal Street Historic District. Only the northern edge of the District, which is distinguished by the rear sides of the south-facing buildings, will have a view of the new facility. There is no significant viewshed towards the parking structure from the fronts of these buildings or from within the district. The view of the facility from the north and east boundaries will not directly or indirectly impact the District. The proposed Project will have a direct impact on the Salem Roundhouse archaeological site. Construction of the proposed parking garage will have direct impacts on the important site elements related to the circa 1890-1960s Boston and Maine Railroad roundhouse and turntable facility as well as potential remains of the earlier circa 1872-1887 Boston and Lowell roundhouse and turntable facility on the same site. 10.4 Potential Mitigation Measures The MBTA has identified potential measures to mitigate adverse project impacts to historic and archaeological resources. The MBTA will consult with the MHC to review and reach consensus on the appropriate mitigation measures. These measures will be outlined in a Memorandum of Agreement between the MHC and the MBTA as required by MGL Chapter 9 §§ 26-27C as amended by St. 1988, c. 254. The MBTA proposes to rehabilitate the exterior of the Signal Tower, which has suffered from deferred maintenance. The proposed rehabilitation will be undertaken in accordance with the Secretary of Interior's Standards and Guidelines for Rehabilitation. The structure will not be made accessible to the public, and no programmed use is anticipated. A hazardous materials assessment and abatement will be undertaken after which 3346/5alem Intermodal Station/EENF 10-6 Historic and Archaeological Resources Project Narrative Epsilon Associates, Inc.; Kleinfelder, Inc.; PAL, Inc. noncontributing additions such as security lighting will be removed, the fagade will be cleaned, and the windows and roof will be repaired or replaced as necessary. The copper gutter system is deteriorated and will be repaired and replaced in-kind, as appropriate. Masonry repairs are expected to be minimal with selective mortar replacement. A detailed scope of work will be developed following an inspection and assessment of the building. Proposed plans will be submitted to the MHC and SHC for review and comment when they are prepared. The MHC requested that a construction monitoring plan be developed to ensure that the Signal Tower is not damaged during construction. As noted above, Section 11.3 discusses preparation of a Construction Management Plan (CMP) that will include measures to protect the Signal Tower from construction-related activities. Project plans call for concrete barriers to be placed around the Tower to protect it from heavy equipment and other potential impacts. In addition, a Project Conservator, meeting the Secretary of the Interior professional qualifications as defined by 36 CFR Part 61, will be a member of the design team. The Project Conservator will oversee the rehabilitation of the structure to ensure that agreed-upon plans are implemented and that protection measures are maintained throughout construction. In addition to rehabilitation of the Signal Tower and protection of the Tower during construction, interpretive signage related to the history of the railroad in Salem, including the Signal Tower and roundhouse/turntable, is proposed to give context to the Project site. The MBTA proposes to mitigate the adverse Project impacts to the Salem Roundhouse archaeological site by conducting an archaeological data recovery program prior to the start of construction. The data recovery program will consist of the machine stripping, mapping, recordation, and targeted excavation of the roundhouse foundation remains, turntable pit foundation remains, and surrounding yard areas within the delineated site area depicted on Figure 10-2. A public education component consisting of the production of brochures, educational curriculum, and/or interpretative signage will also be developed in consultation with the MHC and SHC. 3346/5alem Intermodal Station/EENF 10-7 Historic and Archaeological Resources Project Narrative Epsilon Associates, Inc.; Kleinfelder, Inc.; PAL, Inc. the City of Salem and MBTA with a traffic and pedestrian management plan for review and approval. ♦ During certain construction activities, a police detail will be on site to manage pedestrian and construction vehicle traffic. An MBTA police detail or other appropriate accommodations will be provided as necessary for construction activities in the vicinity of the MBTA railroad tracks. ♦ The Proponent will coordinate with the City of Salem regarding all transportation- related construction impacts to local roadways. ♦ Project contractors will be encouraged to subsidize the purchase of MBTA Charlie Cards for qualified employees to the extent allowable under Internal Revenue Service regulations to encourage the use of public transportation and reduce traffic and parking demands. ♦ The construction manager will be encouraged to join the local Transportation Management Authority (TMA) to implement a carpool/vanpool program with inducements such as subsidized parking for employees who participate. ♦ Noise considerations are detailed in Section 11.2.2. ♦ Concrete barriers will be placed around the Signal Tower at the southeast edge of the site to protect the structure from heavy equipment and other potential impacts (see Section 11.3 for additional details). The barriers will be placed approximately five feet from the structure. Project plans will identify the structure and note that it is to be avoided during construction. By implementing the measures identified above, the Proponent will provide safe and efficient access to the planned redevelopment site, and Project construction will proceed with minimal impact to the transportation system. 11.3 Protection of Salem Railroad Signal Tower There will be no negative impacts during construction to the Salem Railroad Signal Tower. The CMP and site plan will specifically call out the protection of the Signal Tower. Project plans call for concrete barriers to be placed around the Tower to protect it from heavy equipment and other potential impacts. In addition, to further protect the tower, the construction manager will locate poles which extend five feet above the top of the signal tower roof and 10 feet from each corner of the tower. Cables will be connected around the poles with warning identification flagging for crane and equipment operators. A geotechnical monitoring plan will be implemented to identify vibrations that could potentially impact the physical integrity of the Tower. Piezeometers and crack gauges will be used, as appropriate. Review thresholds will be established identifying movement 334615alem lntermodal Station/EENF 11-12 Construction Project Narrative Epsilon Associates, Inc. criteria that would require work stoppage and notification of appropriate parties, including the MBTA and Project Conservator (see below). Geotechnical data will be reviewed daily by the construction manager. A Project Conservator, meeting the Secretary of the Interior professional qualifications as defined by 36 CFR Part 61, will be a member of the design team. The Project Conservator will oversee the rehabilitation of the structure to ensure that agreed-upon plans are implemented and that protection measures are maintained throughout construction. 11.4 Site Preparation and Solid Waste Management Although there will be limited demolition given the nature of the site, the Proponent will put a health and safety plan in place to govern site preparation activities. This program will consist of installed protection materials and operational means and methods. The Proponent will seek to minimize disturbance to neighbors caused by demolition or other site preparation activities. To the extent feasible, demolition materials (e.g., asphalt) will be recycled. Demolition debris will be reused in accordance with MassDEP guidelines regarding the recycling of asphalt, brick, and concrete materials to the maximum extent feasible. The remaining demolition materials will be trucked to an appropriately licensed disposal facility. Construction site waste materials shall be properly contained on site and disposed of at an off-site location in accordance with local and state regulations. 11.5 Diesel Retrofit Program The MassDEP Diesel Retrofit Program, formerly called the Clear Air Construction Initiative of the Clean Construction Equipment Initiative, originated as an air quality mitigation measure for the Central Artery/Tunnel Project. The program encourages users of diesel construction equipment to install exhaust emission controls such as oxidation catalysts or particulate filters on their diesel engines. As is required under the Administrative Consent Order between MassDEP and MassDOT, the MBTA has implemented a construction equipment retrofit program to retrofit equipment with emission control technologies such as oxidation catalysts and particulate filters for all MBTA-funded projects. MBTA specifications place this requirement on all construction contracts, and it will be part of the construction requirements for the Salem Intermodal Station Project. 11.6 Schedule and Phasing Project construction is expected to begin in Spring 2013 and be substantially complete in Fall 2014. While the final Project construction phasing will be developed in conjunction with the construction manager, the Proponent will maintain access to the commuter rail 3346/Salem Intermodal Stanon/EENF 11-13 Construction Project Narrative Epsilon Associates, Inc. is imperceptible to the human ear. In summary, any change in sound levels to the community from the increased parking capacity will be minor and imperceptible to the human ear. 14.11 Historic and Archaeological Resources The proposed Project will have no direct physical impact to the Signal Tower or any other above-ground historic resources. Construction of the five-story parking structure may have indirect effects on the Signal Tower through the introduction of visual elements that are out of character with the Signal Tower. However, as noted above, the historic context of this area has been previously compromised by new construction and demolition. The new parking structure will obstruct views of the Signal Tower from the west and northwest, minimizing visibility of the Tower from public rights-of-way. However, these rights-of-ways do not contribute to the Tower's historical significance or its historic context. The MBTA proposes to rehabilitate the exterior of the Signal Tower, which has suffered from deferred maintenance. The proposed rehabilitation will be undertaken in accordance with the Secretary of Interior's Standards and Guidelines for Rehabilitation (see Section 10.4). The MBTA will prepare a CMP that will include measures to protect the Signal Tower from construction-related activities. Project construction will have no direct or indirect impacts to the Federal Street Historic District. Only the northern edge of the District, which is distinguished by the rear sides of the south-facing buildings, will have a view of the new facility. There is no significant viewshed towards the parking structure from the fronts of these buildings or from within the district. The view of the facility from the north and east boundaries will not directly or indirectly impact the District. The proposed Project will have a direct physical impact on the Salem Roundhouse archaeological site. Construction of the proposed parking garage will destroy the important site elements related to the circa 1890-1960s Boston and Main Railroad roundhouse and turntable facility as well as potential remains of the earlier circa 1872-1887 Boston and Lowell roundhouse and turntable facility on the same site. The MBTA proposes to mitigate the adverse Project impacts to the Salem Roundhouse archaeological site by conducting a data recovery program prior to the start of construction. The data recovery program will consist of the machine stripping, mapping, recordation, and targeted excavation of the roundhouse foundation remains, turntable pit foundation remains, and surrounding yard areas within the delineated site area depicted on Figure 10-2. A public education component consisting of the production of brochures, educational curriculum, and/or interpretative signage will also be developed in consultation with the SHC, HSI, and MHC. 3346/Salem Intermodal Station/FFNF 14-10 Mitigation and Draft Section 61 Findings Project Narrative Epsilon Associates, Inc. � M F • • • �' ji�.yam x�� #. fie. �-tip � • • • • • • ' © ' � ` w�� 7� t1• t Opp r. _ - _ • ,� - - - - Fake'.* _ t x>�µ,ws. .1 r ' �1►s Ulu1 pp ►• r M Ot?,;Y� lin� 45dry Y 4'{ � �•-t � V �IYY.. .\1.071 ``uu �w" ` i? �. 177, SU vc V t, rA - 1. � � ` • f SR3 i } J y miY O 7 .GIF •r.r �'2 � "�rY. Ya�Rr,�`•';fir .'�� t� .ep. <��. ;� � � � � �� , . `� s�! _�^.r, trj.b��yi .:}�i1. fi�"►-'��^'V #} z:. ,a/Y. � �} ^` ., r L. r }�y_ q c r^< y'•C SkldYunl mmsmfionlmxr eM ww Poking Gmage Salem,N chue Orwoaueo.x,uwnn �/ FENNICK MCCREDIE a.<xire<r e.. ea DESIGN: ✓ Fall/Winter 2011 : Subsurface investigations ✓ Feb 161 2012: Initial public meeting - planning ✓ April 9, 2012: Second public meeting — design strategies ✓ June 26, 2012: Third public meeting — 30%. design o September 2012: Fourth public meeting — 60% design o Winter 2012: Design complete Pro ed schedule M9fA Station lmpraemanhand, A aGumge .E. n.�sawmo=V W Salem,Maswdiusells On.-_.,..... FENNICK I McCREDIE e.e n i r a v I a.e od CONSTRUCTION: ✓ Spring 2012 : Limited archeology work on-site o Fall/spring 2012: Detailed archeological survey o Spring/summer 2013: Primary construction start o Fall 2014• Substantial completion, garage/station open o Winter 2014: Final completion, project complete Pro'ed schedule MBIA Sh im IWp enh and Fa&nq Wmpe I O.w...m�..n.a Sala,M dmsem T T�antwan FENNICK I McCREDIE a.a h I tef.are Gd PERMITTING - SCHEDULE: ✓ June 15, 2012: MEPA EENF filing o June 28, 2012: MEPA scoping session (public) o July 20, 2012: MEPA comment period closed o Summer 2012: MHC review process o Fall 2012: Local/City permitting process o Fall/Winter 2012: Chapter 91 filing & comment o Spring 2013: Permitting complete Pro'ect schedule MBG Ski.lmp,a .h and Parting Gowge I Ow...�m,..v.e.Y Salem,wswchuM T FENNICK I McCREDIE vre M1i�ee�ure Ild ��,,,,,� w � , 'G 'F" `i •.� h, ry y�. �IF��` .t+. a y�,i�§�,.y '„,�acj�,l,,• E �y Jif: ®r", «iy��f, 4, �.'y4 ±` rf.`.♦1��"� ,4 y"I ..X`'S , �W�i (Iy�f��//f ay ` j MjQI'+k xK 4�, -Ae lr ' a� �3 ,y.w4��. ate` V d 't r NZ Call XAr �, J (_ +2• '�� 4r.��y"6� �" • �Y� x�yJ�4 i':3F3^44 �,i yi' ' t1. O,� r��j�{ `Vt F � l) .✓f J'�K +�`� `�le� .� ^�. �M °e. �� 4 '.� rrtf�..r ih s\`"•4N. �<` ri `�'� P [�*I t+ ir �`�r,_f•I[$ d ♦ t 4`y y ''x .,'by v .t ue r+ ) a'i�ry7'iJ i6$F• ir ti yFC}y� c" % i' }.'" „J+"` 't�"T.•,'yr,��'c`" 'C y 1 J '.�°'r�t. �y. • �} �1!�'�y� xyS�� f�e'isy('1 • � �� i r'4A�e a �E" �r �� ,� �q �� +p MM Shfian lnwronre l kalkaiSam,,Wm FENNICK I McCREDIE e.anuearo.e as EXISTING CONDITIONS LEGEND O r SMc.00110 PROJECT SITE 4MIIIIIIIIIIIIII11O! {gISTMG META COktMUTER RAIL TRACK �qyr d i ��§mak Tv*f _ � -N �t r PARKIN *,y', '�-.,: c © ER a r_ It 44 Wz MBT V� a r d i i•-.f^' 'r^hy.,] A'PARKINGLOT r.Y^`{•�: a, 13 Pi; r; t �P 9 mv .01 rw tlyORIC S� , ,ITER, . r �" '��•" Site plan META Station lmprovemems and Pmlu�Gorage O wy�M1 Salem,MaeNIM1 /• EENNICKICK McCREDIE r erenlrearv.e Old PRIMARY FUNCTIONAL ELEMENTS LEGEND' I",. m. PROJECT SITE ROAD SIDEWALK:. LANDSCAPE FEATURES z r F 'P" LEMS ��'.` \ �,$ Y ,�- �•.. ..*'�,� .s s ;CITY f GARAGE ^a PARKING �, ENTRYlEXIT NORTH RVER PED Le+,MRK BIKE ASTORAGE ° � CONCEPTUALLOCATION) *NORTH RIVER HE RID P110F� GARAGE AT LEVE PEDESTRI � � ,,,,. TFORM. µyr „r .ae' 14 yit pw+x�' .r 7`RIDGE ATi .` '. bow— TA ► , r.� � �}1, s 1, ' Ni X ! ; NALPUILL HEI9< �'kNgWlP �. OWER „ca :d afHHVlt i t7�#In Site Ian MBTA Stenion lmprovemenholem,w gchuwm�mqs ......m.»n.a.. Salem,Massodwcem Ona.pauue^*win � _ FENNICK M<CREDIE .,hl..,.... Ild VEHICULAR CIRCULATION ANEW sIGNALIZEo LEGEND. O r VEHICLE ENTRY' VN rr�e mm PROJECT SITE `^ 000 GARAGE ACCESS -.: , KISS+RIDE'ACCESS BUS ACCESS SALEM • m' `f^� .,..> �wr CITY } PARKING 3 `•� `'`�� . - (VE c s �� e T � Y', I,w�rwwd-�"+^' :�_ �Si ti� � £`� .k' f��„<.K" � �" �'c rt Z� ♦ti I�'f S r � � �`3 d. L,,. S yt r8r r• t . AR NG /�� ''` +1 4 GE .� t,w� 1� rti �ar►>Ir.�-!rT � y. � -.....„,r. 13. r t �i I' /,,.�..' _e �e�r'2era•r�e;.�a rat r r • 7. <! fi \.'► %"". 'r w� ±iT 'iY' 1 'fie P. F. 4L-HEIG T PLATFORM is ISTORICSIG TOWER '`✓� ""` .41 Site Ian MBIA SMfiva lmp<wemeft and MrJg WmBe w. nionu e.Y _ Salem,Messa<h.s OT• ^°"e'="�< FENNICK i M<CREDIE r PEDESTRIAN / BIKE CIRCULATION LEGEND PROJECT SITE PEDESTRIAN CIRCULATION 1�115 BIKE ACCESS \`1 .. 10 `�, � . .` w • Q FULL-HEIGHT PLATFORM 3 ` � S SALEM CITY PARKING + N VER EDAL,+ PARK BIkE STORAG a s y;y �, Q. 1 •�,. �° � ye��y��*y� .#ham. 4 All 1 ma n• F. / I¢ � _ a T� t'.SP ' {x` �' 's'�^ f y i � d dA'tR ORAGE i _ (� SL PARKING ' L Az'� L GARAGE —-.--j _O PEppESTRI/,L1 }+ �L ...s'+r ril t�r.��r Y�GE AT LEVE yj � ►'� " $� F� •,v, 1$S TOWER' ♦ :t�f a Res ,• r Site plan META Skion lmpmemenh mid lard€;Gamge uo...m..m e.. Salem,wmdwsem Or,..pomra�.woxry �� FENNICK I McCREDIE c Aire a.�.e ed SIGNAL TOWER STABILIZATION Intent: j Exterior stabilization for public safety. 9 C Approach: Exterior rehabilitation in compliance with Secretary of the Interior standards. Process: ` Conditions survey and historical F research, followed by MHC consultation & public input. Schedule: x< Concurrent with station construction MBin Smlme lralmmmmeab and M&M Garage x....om..m e.y Salem,Massarhasens O*••^+w^mb^^�m.m, PENNICK McCREDIE o.chlrevru re lld SUBSURFACE ARCHEOLOGY ary� Y CONCEPTUAL LANDSCAPE APPROACH 1 IMP I -®*•� , "°°tib "` ,� 1 � `.... Section A-A 8 Scale I � i AA p � 1 SCAR TRAIN POSITION LOCOM. \ MMA 5I011Ull 1lePlT'ele.ftIj11d RI,6,g do O 1vYw�M1 �� SY�PIII.A�e5506,5 g15 FENNICK I McCREDIE are M1lre eru re l�J o I i� r 4 111 K' _ / r .• 11 - ♦\ iii � -.! rt GROUND FLOOR PLAN CIRCULATION DIAGRAM O O (K) O O O O O O CAR COUNT TABLE G 109 109 b �� G NNN 4 — l fly ay. 2ND 161 270 3RD 164 434 4TH 164 598 5TH 117 715 Ii ` r119orr ESTIMATEDTOR PAWING SPACE. 700-715 2ND FLOOR PLAN Enlarged plans (upper floors sim.) MBG$b+iw lmprwenenh aM Pa...-h.� Ou.<o<mi.noaI �. Solem,Mmw<huuar T +r•�wwwnh FENNICK I MECREDIE ar<nrre<ru<e tm _y 21D FLOOR PLAN- 3Rot 4TH,STH FLOOR PLAN_ x r n Y � a ny i 1� z .I r {ia i r�, qty, IT - Y R� y w �• �' _ � .: _ ♦ it \. t tt .� �'r ?'-+--•r';^.°i"s ^'i s '� •..y-I i' +` y#? },i y G. •'Y,`� !tA ti '. + 4 0 GROUND FLOOR PLAN Enlarged plans-WAITING AREA MHG Station lmpm+emenn Salaem,m,Meeasmasa Gvm u....rno..n.¢.• r �/ wchasaMs FENNICK I McCREDIE e.a x+reaaaa ra , lZi.rd,7714�1 L-7 Mot _r '"GROUND FLOOR+''Afif 1,,'_ 3RD 4T" ST" FLOOR PLAN WA I ttt I a 2ND FLOOR PLAN Enlarged plans-WAITING AREA FENNICK I MCCREDIE ars nl,esru.e im r 9 k a i c jj, , ypy r 4 ZtDtl. hit+ 4 • � Alio amJ �WTr.:4' fYi:d.il91 -1 'w,: �e �'i� ! Y 1 r b! I`-- •1 9JY;c?.srM W��! ARCHITECTURAL EXPRESSION EXISTING MIXED MATERIAL STRUCTURES AND PATTERNING _ Fy Z e T K Urban character—use of mixed materials MHIn Stufion Imp,..Ms and Mma g Gaspe Salem,wesochmm OT�o.ao,uuo�rnnoxM FENNICK I McCRED1E o•anneare.e I'd e T I, • r L� J Xt Mm MBTA Smfim lmpro em and Por4ing Wmge w...m...u.e.r Selem,W hus O i<��readuan�niwnh FENNICK McCREDIE a c h I t e c r u re Ld ARCHITECTURAL TREATMENT /rte NE ISOMETRIC WASHINGTON ST. VIEW NW ISOMETRIC til SW ISOMETRIC BRIDGE ST. VIEW SE ISOMETRIC META Station lmpror mh aM Pol WG m9e rm..no..m a.r Sokm,AbswchcuMs O*��na+dl=^ [W . FENNICK I McCREDIE e<<AI<e[<u<e 114 sh a t� .� A �> r f� F" a �Vu h MBG SMion lMKo enh and Polkin,Wmge - Snlem,M Mheeetb OTMn•murm��nmw^h EENNICK McCREDIE n. thllealure led w =Moods=729a META Suarm lra r m nh,am Raking Grape Sclem,MurerAem FENNICK M<CREDIE e Tc n i.e c.uce ed SEC ��ED JUL 20 2012 DEPT.OF PLANNING& The Commonwealth of Massachusetts C0M7"1NiTY C1FVL-1,.OPMENT William Francis Galvin, Secretary of the Commonwealth Massachusetts Historical Commission July 18, 2012 Andrew Brennan Director of Environmental Affairs Massachusetts Bay Transportation Authority 10 Park Plaza, Suite 3910 Boston, MA 02116 RE: MBTA Salem Intermodal Station Project, Salem. MHC 4RC.50204. EEA#14920. Dear Mr. Brennan: Staff of the Massachusetts Historical Commission (MHC) have reviewed the Expanded Environmental Notification Form (ENF), received June 19, 2012, for the project referenced above. As you know, the proposed project location is adjacent to the 1927 Salem Railroad Signal Tower(MHC # SAL.3579), that in the MHC's opinion meets the criteria of eligibility for listing in the National Register of Historic Places. The proposed project is located is also located in the vicinity of the Federal Street Historic District(SAL.HS), which is listed in the State and National Registers of Historic Places. Additional information is required by the MHC to continue its review of the project. Please submit scaled existing and proposed conditions project plans for the project as a whole to the MHC, Salem Historical Commission (SHC), and Historic Salem, Inc (HSI) SHC, when they are developed. The ENE includes color renderings of the proposed new structure from vantage points within the Federal Street Historic District. Restoration of the Signal Tower is proposed to follow the Secretary of the Interior's Standards for Rehabilitation and a qualified Project Conservator is proposed to supervise restoration during construction. The MHC requests that the-draft scope for rehabilitation efforts and the draft construction monitoring plan for the Signal Tower be submitted to the MHC,the Salem Historical Commission (SHC), and Historic Salem, Inc(HSI). when they are developed. The MHC understands that very early planning information had previously been submitted to SHC and HSI, and looks forward to receiving comments from these bodies upon receipt of this additional information. The MHC also requests that additional information on potential reuse options for the Signal Tower be considered, as opposed to the currently proposed physical rehabilitation without reuse. The ENF indicates that the results of the intensive (locational) archaeological survey and site examination conducted by the PAL have identified subsurface features and soil deposits associated with the former Boston & Maine Railroad Salem Roundhouse. The MHC looks forward to reviewing the draft technical archaeological report summarizing the results of the investigation. 220 Morrissey Boulevard, Boston, Massachusetts 02125 (617) 727-8470•Fax: (617) 727-5128 www.sec.state.ma.us/mhc The MHC looks forward to reviewing the additional information requested above, and to consultation to avoid,minimize or mitigate potential adverse effects to significant historic and archaeological resources. These comments are offered to assist in compliance with MGL c. 9, ss, 26-27C (950 CMR 71) and MEPA (301 CMR 11). Please contact Brandee Loughlin, Preservation Planner or Jonathan K. Patton, Archaeologist, if you have any questions. Sincerely, Brona Simon Executive Director State Historic Preservation Officer State Archaeologist Massachusetts Historical Commission xc: Elizabeth Grob, Epsilon Associates, Inc. Secretary Richard K. Sullivan, EEA, Attn: Bill Gage, MEPA Unit DEP-NERD, Wetlands& Waterways Salem Historical Commission Historic Salem, Inc. Deborah C. Cox, PAL, Attn: Suzanne Cherau The Commonwealth of Massachusetts March 26,2012 William Francis Galvin, Secretary of the Commonwealth Holly Palmgren Massachusetts Historical Commission Manager,Environmental Construction Massachusetts Bay Transportation Authority 10 Park Plaza, Suite 3910 �� -� Boston,MA 02116 012 D,_PT. r:F PL'ht�NIA'G& RE: MBTA Salem Commuter Rail Station Improvements Project, Salem.MHC#RC.50204. Dear Ms. Palmgren: Staff of the Massachusetts Historical Commission (MHC) have reviewed the Project Notification Form (PNF) submitted for the project referenced above, and a State Archaeologist field investigation permit application (950 CMR 70) for archaeological investigations for the project. A State Archaeologist's permit has been issued to the PAL for this investigation, and MHC looks forward to reviewing the report of the investigations. The PNF indicates that the project is not proposed to require federal permits or funding. If that is not correct, please provide the MHC with a list of the involved federal agencies. The proposed project location is adjacent to the 1927 Salem Railroad Signal Tower (SAL.3579). The MHC understands that the Tower will not be altered, relocated, or demolished as part of this project. The MHC recommends that the MBTA develop a construction monitoring plan to ensure the Tower is not damaged during construction. This plan should be submitted to the MHC and the Salem Historical Commission (SHC) for review and comment prior to beginning construction. On February 11, 2011, the Salem Historical Commission (SHC)requested that a copy of the PNF also be provided to them. Please send the same project information that you provided to the MHC to the SHC and Historic Salem, Inc. (HSI), along with the additional information requested in this letter. - The project area is also within the vicinity of several historic properties and districts included in the MHC's Inventory of Historic Assets and the State Register of Historic Places, including the Federal Street Historic District (SALMS). The MHC will require additional information in order to evaluate the potential visual effects of the new construction. Please submit design drawings and color renderings of the proposed new structure, being sure to include vantage points from the Federal Street Historic District. Please prepare detailed project information, including scaled plans and drawings in 11" x 17" format, and color renderings of the proposed new construction and submit the information to the MHC,the SHC, and HSI. These comments are offered to assist in compliance with MGL c. 9, ss, 26-27C (950 CMR 70-71). Please contact Brandee Loughlin or Jonathan K. Patton if you have any questions. Sincerely, Brona Simon Executive Director - State Archaeologist Massachusetts Historical Commission xc: Salem Historical Commission Suzanne Cherau, PAL Historic Salem,Inc220Morrissey Boulevard, Boston, Massachusetts 02125 (617) 727-8470•Fax: (617) 727-5128 vrvvw.sec.state.ma.us/mhc DER RECEIVE® KLE/NFEL _ Bright PLople._Right Solutions: APR 2 5 2012 DEPT OF PLANNING 6 : - COMIOUNITY DEVELOPMENT April 20, 2012 Salem Historical Commission Salem City Hall 93 Washington Street Salem, MA 01970 RE: MBTA Salem Commuter Rail Station Improvements Greetings, On behalf of the Massachusetts Bay Transportation Authority, please find enclosed the facsimile of a Massachusetts Historical Commission (MHC) Project Notification form (PNF) for the construction of a 715-parking space Intermodal Facility in Salem, as required by 950 CMR 71.00. An Expanded Environmental Notification Form for the project will be filed later in 2012; however; the MHC has requested the PNF be forwarded to the Salem Historical Commission. at this time. The Expanded Environmental Notification Form will provide additional information on the project. Should the Salem Historical Commission have questions, please contact Holly Palmgren of the MBTA Environmental Office at: MBTA Environmental Office MBTA Suite 6720, Park Plaza Boston, MA 02116 Respectfully yours, KLEINFELDER Kate Willis Architectural Historian cc: Holly Palmgren, MBTA Environmental file 151 Capitol Street,2nd Floor,Augusta, Maine 04330 p 1207.623.0648 f 207.623.0486 Cambridge, MA • Framingham, MA • Augusta,ME • Manchester,NH • Rocky Hill,CT Deval L. Patrick, Governor _ TimothyP. Murray, Governor massDOT T Richard A Davey, MassDOT Secretary S CEO Jonathan R.Davis,Acting General Manager a ea Massachusetts Dep artm wt of Transporfadon and Rail 6 Transit Administrator Rail 6 Transit Division March 15, 2012 Brona Simon State Historic Preservation Officer Executive Director State Archaeologist Massachusetts Historical Commission 220 Morrissey Boulevard Boston, MA 02125 Re: MBTA Salem Commuter Rail Station Improvements Dear Ms. Simon, The Massachusetts Bay Transportation Authority is pleased to submit the enclosed Project Notification Form and supporting documentation for the construction of a 715-parking space Intermodal Facility in Salem, as required by 950 CMR 71.00. An Expanded Environmental Notification Form for the project will be filed later in 2012; however, because of known and probable cultural resources located within or adjacent to the project site, the MBTA is requesting that consultation as required by Chapters 9 and 254 of Massachusetts General Law start prior to the filing of the Expanded Environmental Notification Form. In 2011, an architectural historian with Kleinfelder/SEA completed a site visit in which a potential historic resource, a signal tower, was observed. The Massachusetts Cultural Resources Information System identified the resource as the National Register eligible 1927 Salem Railroad Signal Tower (SAL.3579) located at 242 Bridge Street. Its location in relation to the proposed new construction is noted on enclosed site plans. A geophysical investigation was conducted in 2011 by Hager GeoScience, Inc. for buried structures in the parking lot. The investigation identified numerous belowground anomalies, including the suspected structural outlines of roundhouse and turntable foundations and possible interior components (e.g., linear inspection pits) and support structures (e.g., boiler house, coal pocket, water tank) that appear on 1890-1957 Sanborn Insurance Co. maps. These Massachusetts Bay Transportation Authority Ten Park Plaza,Suite 3910,Boston,MA 02116 Tel:617-222-3106,TDD 617-222-5146 Leading the Nation in Transportation Excellence www.mbta.com suspected foundation remains are roughly centered under the current surface parking lot. Images produced from the geophysical survey are included. Enclosed is a State Archaeologist's Permit application and technical proposal for an intensive (locational) survey/site examination of the project area, prepared by The Public Archaeology Laboratory, our archaeological consultant, to locate, identify, and evaluate any archaeological remains of the roundhouse site. The project area is located on the Salem, Massachusetts USGS quadrangle. We would like to begin the archaeological investigations as soon as possible, weather permitting. A site plan showing the locations of the historic resources as they relate to the proposed construction has been included as have site photos with a photo key. Please do not hesitate to contact me at 617-222-1580 should you require additional information or clarification pertaining to the enclosed information. Sincerely, HotPaln Manager of Environmental Construction Encl: PNF/supplemental materials 950 CMR: OFFICE OF THE SECRETARY OF THE COMMONWEALTH APPENDIX A MASSACHUSETTS HISTORICAL COMMISSION 220 MORRISSEY BOULEVARD V BOSTON, MASS. 02125 617-727-8470, FAX: 671-727-5128 PROJECT NOTIFICATION FORM Project Name: MBTA Salem Commuter Rail Station Improvements Location/Address: roughly bounded by North River and Bridge Street City/Town:Salem MA Project Proponent: Name: MBTA:George Doherty,Jr. Protect Manager, Holly Palmgren MBTA Environmental Address: 10 Park Plaza,Suite 6720 City!Town/Zip/Pelephone: Boston,MA 02116 671 222 3126 Agency license or funding for the project(list all licenses,permits,approvals,grants or other entitlements being sought from state or federal agencies). At,enev Name Type of License or funding(specify) DEP Chapter9l Commonwealth Revenue Funds Funding Salem Conservation Commission Notice of Intent Project Description(narrative): The proposed project is to construct a 715 parking space Intermodal Facility at the MBTA Commuter Rail Station in Salem.The site is roughly bounded by the North River and Bridge Street.The MBTA is working closely with the City of Salem to design this facility.Currently,the proposed approximate dimensions of the facility are 387'L X 126'W X 49' H.The proposed overall height of the elevator shaft is 63'. Does the project include demolition?If so,specify nature of demolition and describe the building(s)which are proposed for demolition. Yes.The project,as it is proposed,will require the demolition of the existing set of stairs that serve as pedestrian access from Bridge Street,adjacent to a signal tower.The proposed project will also require the demolition of the canopies on the platform.A plan showing an overlay of the massing of the new structure has been attached. Does the project include the rehabilitation of any existing buildings?If so,specify nature of rehabilitation and describe the buildings which are proposed for rehabilitation. No Does the project include new construction? If so,describe(attach plans and elevations if necessary). Yes,the proposed project consists of the construction of a new structure.Site plans indicating the massing and orientation of the facility have been attached. 5/31%96(Effective 7/1/93)- corrected 950 CMR- 275 950 CMR: OFFICE OF THE SECRETARY OF THE COMMONWEALTH APPENDIX A (continued) To the best of your knowledge,are there any historic or archaeological properties known to exist within the area's area of potential impact?If so,specifv. Yes.The 1927 Salem Railroad Signal Tower(SAL.3579) is located in the southeast corner of the site at 242 Bridge Street.There are no recorded archaeological sites within the project area;however,the results of a geophysical survey indicate belowground structural remains associated with a documented railroad roundhouse site. An intensive(locational)survey/site examination will be conducted in the project area to locate,identify,and evaluate any potentially significant archaeological resources that may be impacted by the project. . What is the total acreage of the project area? Woodland acres Productive Resources: Wetland acres Agriculture acres Floodplain acres Forestryacres Open space acres Mining/Extraction acres Developed 6.8 acres Total Project Acreage 6.8 acres What is the acreage of the proposed new construction? ±1.12 What is the present land use of the project area? Surface parking,rail platform with associated canopies,access stairs and rail track. Please attach a copy of the section of the USGS quadrangle map which clearly marks the project location. 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'� =..ri' ° ��:.Ar., r�— :tea \ t s I ,4• 1 I�& I 950 CMR:DEPARTMENT OF THE STATE SECRETARY APPENDIX B COMMONWEALTH OF MASSACHUSETTS SECRETARY OF STATE: MASSACHUSETTS HISTORICAL COMMISSION PERMIT APPLICATION:ARCHAEOLOGICAL FIELD INVESTIGATION A. General Information Pursuant to Section 27(c) of Chapter 9 of the General Laws and according to the regulations outlined in 950 CMR 70.00,a permit to conduct a field investigation is hereby requested. I. Name(s): Suzanne Cherau 2. Institution: The Public Archaeology Laboratory, Inc. Address: 210 Lonsdale Avenue Pawtucket, Rhode Island 02860 3. Project Location: MBTA Salem Commuter Rail Station Parking Lot-Bridge Street see attached proposal 4. Town(s): Salem 5. Attach a copy of a USGS quadrangle with the project area clearly marked. see attached 6. Property Owner(s): Massachusetts Bay Transportation Authority 7. The applicant affirms that the owner has been notified and has agreed that the applicant may perform the proposed field investigation. 8. The proposed field investigation is for a(n): a. Reconnaissance Survey b. Intensive Survey c. Site Examination d. Data Recovery B. Professional Qualifications 1. Attach a personnel chart and project schedule as described in 950 CMR 70.11 (b). a. Personnel Principal Investigator: Suzanne Cherau Project Archaeologist: Erin Timms Industrial Historian: John Daly Field Crew: Melissa Wales Tyler Beebe b. Schedule Fieldwork: April 2012 Laboratory: April-May 2012 Report: May-June 2012 H: 2. Include copies of curriculum vitae of key personnel(unless already on file with the State Archaeologist). C.Research Design 1. Attach a narrative description of the proposed Research Design according to the require- ments of 950 CMR 70.11. 2. The Applicant agrees to perform the field investigations according to the standards outlined in 950 CMR 70.13. 3. The Applicant agrees to submit a Summary Report,prepared according to the standards outlined in 950 CMR 70.14 by: September 2012 4. The specimens recovered during performance of the proposed field investigation will be curated at: The Public Archaeology Laboratory,Inc. 210 Lonsdale Avenue Pawtucket,Rhode Island 02860 SIGNATURE APPLIC�NT(S) !) DATE Technical Proposal r ^ i. MBTA Station Improvements and blic Archaeology Laboratory Parking Garage Salem, Massachusetts Intensive (Locational) Archaeological Submitted to: Survey/Site Examination March 12, 2012 Fennick McCredie Architecture 65 Franklin Street Boston, Massachusetts 02110 The Massachusetts Bay Transportation Authority (MBTA) is planning station improvements and a new parking garage at their existing commuter rail station on Bridge Street in Salem, Massachusetts (Figure 1). The Project may be funded in part by the Federal Transit Administration(FTA)and may therefore be subject to review under Section 106 of the National Historic Preservation Act(36 CFR 800) and Section 4(f) of the Department of Transportation Act (49 USC 303). The project will be state funded and must also conform to Massachusetts General Law (M.G.L.) Chapter 9, Sections 26-27C, which governs the review of state projects by the MHC. PAL is under contract with Fennick McCredie Architecture to assist the MBTA and possibly the FTA in meeting their obligations under federal and state preservation laws by coordinating the Section 106/Section 4(f) process, including the initiation of consultation with the Massachusetts Historical Commission/State Historic Preservation Office (MHC), the completion of an intensive (locational) archaeological survey/site examination, and the preparation of Section 106/4(f) Documentation. A geophysical investigation was conducted in 2011 by Hager GeoScience, Inc. for buried structures within the MBTA Salem Station parking lot. The parking lot is documented as the location of a late nineteenth-to-mid-twentieth century Boston and Maine Railroad Company twelve-stall roundhouse and turntable engine servicing facility. The geophysical survey identified numerous belowground anomalies, including the suspected structural outlines of roundhouse and turntable foundations and possible interior components (e.g., linear inspection pits) and support structures (e.g., boiler house, coal pocket, water tank) that appear on the 1890-1957 Sanbom Insurance Co. maps. The project proponent has requested that an archaeological survey/site examination be conducted for the Project's Area of Potential Effect (APE). The APE for archaeological resources is defined as the area of direct project ground disturbances that have the potential to impact below surface cultural deposits. The goal of the archaeological investigations will be to determine the precise nature, function, and condition of the suspected structural anomalies identified in the existing commuter parking lot as well as any undocumented features and artifact assemblages. This information will be used to evaluate the historical and archaeological significance and National Register eligibility of the site. The combined intensive survey/site examination will be designed to accommodate the heavy commuter rail traffic and logistics that will be involved in coordinating the archaeological field testing adjacent to the active tracks and commuter rail station. 210 Lonsdale Avenue Pawtucket,RI 02860 Tel: 401.728.8780 Fax: 401.728.8784 www.palinc.com Scope of Services MBTA Salem Commuter Rail Station Intensive(Locational)Survey/Site Examination wziawe,wa;QyG.macy, page 2 of 15 This technical proposal presents an overview of the environmental and cultural contexts for the project area along with predictive statements for archaeological resources and a proposed subsurface testing methodology. A schedule for completion of the archaeological tasks is also provided. Research Framework Environmental Setting Environmental factors play a significant role in determining the natural resources available for human exploitation. These resources in turn affect the type and density of human occupation, and influence the activities carried on in the area. The MBTA Salem Station project area is located on the south shoreline of the North River in Salem town center about one mile northwest of the Salem Harbor area. This part of northeastern Massachusetts lies within the larger Coastal Lowland physiographic province of southern New England. The eastern part of Essex County consists of a relatively smooth plain containing some isolated hills elevated approximately 100 feet (ft) above the plain (USDA 1984). The coastline of southern Essex County roughly forms an arc oriented in a southwest-northeast direction from the Boston Basin toward Cape Ann. It consists of rocky cliffs interspersed with sandy beaches. Salem Neck and the much larger Marblehead peninsula to the southwest form a series of protected harbors at Marblehead, Salem, and Beverly. Soils within the project area and surrounding vicinity are classified as Urban Land (USDA 1984), mostly likely because of extension modifications related to the late nineteenth and twentieth century railroad constructions. Salem Harbor, within one mile east of the project area, is near the center of the North Coastal Basin, a narrow strip of coastal plain extending from the Saugus River estuary to Cape Ann. This area is drained by a series of short river drainages that flow into small estuaries. Salem Harbor is at the mouth of the Forest River, one of the larger coastal drainage systems in the area. The North River joins the Danvers River at the outlet to Beverly Harbor,just north of the Salem Neck and Harbor area. This coastal river system is fed by small tributary streams with headwaters in hilly, upland terrain several miles inland from the harbor district. The North River watershed is nearly 11.5 square miles collecting water from Peabody and Salem. It is the largest source of freshwater to Salem Sound. Pre-Contact Period Native American Context The density of known Native American sites in Essex County is high.The diversity of environments (i.e., coastal, salt marsh, mudflats, and interior/upland) and associated floral and faunal resources was a major contributing factor to the intensive activity in the area. A broad range of temporal periods are represented by the known archaeological sites in the region. There are a number of recorded pre-contact period sites in the project vicinity of Salem, Salem Neck, Winter Island, and the outer islands of the Beverly/Salem Harbor area. These sites contain evidence of human occupation over a roughly 7,000-year period from the Middle Archaic through Woodland periods, ca. 8000 to 450 years before present. This area was also a local core of Native American settlement at the time of European contact,or in the Contact Period, ca. 1500 to 1630. At least one pre-contact site at Juniper Cove may also contain a Contact Period component. A large multi-component pre- contact site at Salem Neck was recently found to contain occupations dating from the Middle and Late Woodland periods, with some evidence of a Late Archaic and Early Woodland Period Scope of Services MBTA Salem Commuter Rail Station Intensive(Locational)Survey/Site Examination w.ati`veeaon•wrr,e«; page 3 of 15 component (Ritchie and Missio 1996). The majority of these recorded sites were originally identified on the basis of shell middens eroding along the shorelines. Many of these shell middens are multi-component sites where occupation spanned from the Late/Transitional Archaic through Late Woodland periods. The Paleolndian Period(12,500- 10,000 Before Present/B.P.1) in the Northeast is believed to be characterized by small, highly mobile bands of hunter-gatherers roaming large territories of open spruce woodland dominated by scrub birch and alder. These bands exploited medium and small game, marine resources, and seasonally available plant foods as part of their subsistence economy and carried specialized and distinctive tool kits including Clovis-fluted, Plano and Eden-like projectile points, scraping tools, gravers and drills. Paleolndian sites are rare in the Northeast, a likely consequence of low population densities during that period and the inundation of sites by seawater subsequent to the retreat of the Wisconsin glaciation. While identified sites dating to the PaleoIndian Period are relatively scarce, the PaleoIndian Period is better documented in Essex County than anywhere else in New England (Johnson and Mahlstedt 1982). The largest, most important documented PaleoIndian site, the Bull Brook Site (19-ES-80) in Ipswich, which contained a diverse artifact assemblage indicating the exploitation of a wide range of floral and faunal resources(Grimes et al. 1984). Local lithic types were used to manufacture stone tools. The Early Archaic Period(10,000-8000 B.P.) is characterized by a warmer and drier climate than the preceding period. This paleoenvironment was dominated by a mixed pine-hardwood forest and would have made seasonally available food resources more predictable and abundant, allowing pre- contact period populations to exploit a wide range of territories. The lithic technology of the Early Archaic reflects a more diversified subsistence strategy (Robinson et al. 1992). Settlement strategies during this period remain somewhat speculative, but evidence from eastern Massachusetts river drainage studies indicate that a complex multisite settlement system had been established by this period, with different site locations indicating exploitation of varied resources and environmental settings (Johnson 1993; Ritchie 1984). Populations most likely increased during this period, although known sites are poorly represented in the archaeological record. The nearly exclusive use of local stone for tool production also suggests a more settled lifestyle. The distribution and somewhat higher density of sites dating to the Middle Archaic Period(8000- 5000 B.P.) indicate that a multisite, seasonal settlement system was firmly established by that time. Sites have been located in diverse environmental settings, including upland, coastal, and riverine environments. Sites from this period appear to cluster around falls and rapids along major river drainages, where the harvesting of anadromous fish and various flora resources was combined with generalized hunting practices (Bunker 1992; Dincauze 1976; Doucette and Cross 1997; Maymon and Bolian 1992). The present-day seasonal migratory patterns of many bird and fish species had become established by the Middle Archaic Period (Dincauze 1974) and important coastal estuaries had developed (Barber 1979). In general, sites from the Middle Archaic have a greater diversity of function and activity than sites from the PaleoIndian or Early Archaic (Dincauze and Mulholland 1977; Ritchie 1979). Ground-stone technology introduced a variety of tool types into the lithic assemblage including net sinkers, plummets, grooved adzes, axes, gouges, and atlatl weights (Dincauze 1976). A preference for locally available lithic raw materials for a variety of bifacial and unifacial stone tools is also evident at many sites. Dincauze (1976) has theorized that the archaeological record supports the idea that Middle Archaic peoples occupied defined band or tribal territories. Middle Archaic Period diagnostic artifacts and components have been identified across Essex County(Johnson and Mahlstedt 1982). Scope of Services n Al MBTA Salem Commuter Rail Station OM&M Intensive(Locational)Survey/Site Examination ■ Fla�aed�eeJopr L,ra page 4 of 15 The Late Archaic Period (5000-3000 B.P.) was marked by a climatic shift to drier and slightly warmer conditions with a significant decrease in precipitation. During this period, oak, pine, and beech reached their full extent, and wetlands became more abundant along river margins. Wetland and estuarine areas appear to have been used extensively based on site distribution. The increase in density of sites and artifacts from this period in southern New England coincides with this climatic warming (Funk 1972). The archaeological evidence demonstrates an increased use of shellfish and nuts, and the construction of fishweirs such as the Boylston Street Fishweir in Boston (Dincauze and Decima 1995; Johnson 1942, 1949; Kaplan et al. 1990; Newby and Webb 1994; Rosen et al. 1993). Perhaps in response to an increasingly resource-rich natural environment, Late Archaic populations expanded and diversified. Evidence of fishing and shellfish collecting is visible in the archaeological record for this period. This very regularized and scheduled use of a broad range of resources could be due to cultural adaptations to changes in the distribution and density of the natural resources. It is also likely that Late Archaic groups established year-round occupations in coastal areas (McManamon 1984). At least seven sites in Salem contain Late Archaic Period diagnostics(Johnson and Mahlstedt 1982). The Transitional Archaic Period(3600-2500 B.P.) marks the shift from the Archaic to Woodland periods, and represents a time of changing cultural dynamics. An extensive trade network, increased burial ceremonialism, and the development of technologies strikingly different from those of the Late Archaic characterize this period. Susquehanna tradition sites mark this period and are best known from cremation cemetery complexes (Dincauze 1968; Leveillee 1998). The Orient Phase, regionally represented at steatite quarry sites and rockshelters, steatite vessel forms, and increased burial ceremonialism are also indicators of the Transitional Archaic Period. Grooved axes, cruciform drills, pestles, a copper blade, and Susquehanna and Watertown variety projectile points are examples of artifacts recovered from burial contexts (Leveillee 1998). The Orient Phase of the Transitional Archaic Period is represented in the Salem area by the Legg's Hill Site (19-ES- 415). The Early Woodland Period (3000-2000 B.P.) is generally underrepresented in the regional archaeological record of southern New England. Few Early Woodland Period sites and artifacts are known on the North Shore. Some archaeologists have suggested that a population decline occurred in the region during this period associated with any number of causal factors including unfavorable environmental conditions and unknown epidemics (Dincauze 1974; Fiedel 2001; Lavin 1988; Mulholland 1988; Snow 1981; Wendland and Bryson 1974); however, the low representation may be a lack of recognition of Early Woodland cultural material components because of overlapping and/or poorly documented tool assemblages. Therefore, the presence of early ceramics in conjunction with point types is used to determine Early Woodland Period occupation in the absence of radiocarbon dates. Coastal resources are believed to have become an even more important part of subsistence collecting activities and diets, as evidenced by the high frequency of known Woodland Period coastal sites in New England (Cox et al. 1983; Thorbahn and Cox 1988). This is also believed to be a time of widespread long-distance exchange of raw materials, finished products, and information (MHC 1984). There is some evidence for the appearance of task-specific sites (Dincauze 1976). Artifact assemblages for this period comprise a high percentage of exotic lithic materials and speak to an expansion and elaboration of long-distance trade networks. Elements of sedentism are indicated in the settlement and subsistence patterns during the Middle Woodland Period (2000-1000 B.P.). Larger base camps in riverine and coastal settings were established, and regional trade networks flourished. There is an increased appearance of storage pit Scope of Services rry.�� II ;q � MBTA Salem Commuter Rail Station Intensive(Locational)Survey/Site Examination r,asar,.,eae,tm„�, page 5 of 15 features suggesting increased production of bulk foods, a characteristic of sedentary settlement patterns. The introduction of horticulture during the late Middle Woodland began to supplement traditional hunting and gathering subsistence strategies of human populations in the Northeast. For most of southern New England, this period is marked by an increase in "exotic" lithics such as Pennsylvania jasper and New York State cherts (Goodby 1988; Luedtke 1988; Mahlstedt 1985). Recovered assemblages that include exotic raw materials suggest that Middle Woodland populations inhabiting southern New England took part in an extensive network of social and economic contacts that extended from Pennsylvania northward to Labrador. Pottery also becomes increasingly stylistically diverse, including grit-tempered coil built vessels with stamped, incised, and dentate decoration of varying quality. The MHC survey also attributed points from 16 sites in Essex County to the Middle Woodland Period. The Late Woodland Period (1000-450 B.P.) is marked by an increase in ceramic production through improvements in technology. The economy of the Late Woodland Period populations included hunting and gathering, shellfish collecting, fishing, and horticulture. Some populations may still have relied solely on hunting and gathering while others turned to horticulture. Coastal areas and large semipermanent village settlements adjacent to arable lands, particularly along broad floodplains, seemed to have been preferred. Farming, however, did not preclude the continuance of seasonal expeditions, and small task-specific camps are still common during this period. Larger groups sometimes lived in fortified villages, indicating the presence of complicated political alliances (Mulholland 1988). This reliance on locally available lithic materials suggests the formation of ancestral tribal territories that were noted as the resident Native American tribes at the time of European contact (MHC 1984). Late Woodland Period sites are well represented in Essex County. Prior to European settlement during the Contact Period(450-300 B.P. [A.D. 1500-16201), Native Americans variously referred to as Pawtucket or Penacook inhabited the greater Salem area. The Pawtucket lived along the coast from the north side of Massachusetts Bay, in the vicinity of Salem and Saugus, to York Village in Maine. Their subsistence patterns included a variety of seasonally regulated activities such as hunting, fishing, and shellfishing, collection of wild plants, and horticulture. Contact Period sites have been located in Essex County at the Bessome's Pasture Grave Site(MARL 10) in Marblehead,the Revere Beach Graves Site(19-SU-1), and in Manchester, Ipswich,and possibly Salem. Transportation likely emphasized water travel, especially along major routes including the Danvers, Waters, and Crane rivers. Overland trails probably followed rivers and streams, such as the Waters and Danvers rivers; one major overland trail likely existed along present-day Route 35 (Water Street) (MHC 1986). Epidemic disease introduced by Europeans ravaged Native Americans from 1616 to 1619. The "plague"or"pestilential sickness" significantly reduced their numbers(Vaughan 1965:21-22)just as the English were beginning their concerted effort to settle the area. Post-Contact Period EuroAmerican Context Salem was first settled in 1626 by approximately 20 individuals who abandoned the earlier Cape Ann settlement. Additional colonists arrived in 1628, and by 1629 English colonists began a great migration to the Massachusetts Bay area. In 1639 approximately 950 individuals resided in the town. Initial settlement was on the south side of the North River on the peninsula of land formed by the North River, Beverly Harbor, Collins Cove, and South River (MHC 1985). The original Scope of Services 'u( MBTA Salem Commuter Rail Station Intensive(Locational)Survey/Site Examination page 6 of 15 Salem Town was laid out between the North and South rivers, with one and two-acre house lots. The First Parish of Salem organized in 1629 and a meetinghouse was erected in 1634 near the southwesterly corner of Washington and Essex Street. Salem township originally comprised all territory now contained within the towns of Beverly, Danvers, Manchester, Marblehead, Middleton, Peabody, a part of Topsfield, Wenham, and Lynn. This broad boundary existed until 1637 when Lynn was set off. Wenham was detached from Salem in 1643, followed by Manchester in 1645, Marblehead in 1648, and Beverly in 1668. The combined use of agriculture, husbandry, and fishing were clearly the most important aspects in the economic lives of Salem's early English settlers. Cereal crops were planted on Salem Neck soon after the initial settlement. Salem's commercial fishing and shipping businesses grew steadily during the seventeenth and eighteenth centuries. The town was established as an official port of entry by 1658. As Salem developed as a town and commercial center, numerous other trades emerged including bakers, barbers, blacksmiths, bricklayers, carpenters, coopers, boot and shoe makers, curriers, cuttlers, glassmakers, glovers, gunsmiths, hatmakers, ironworkers, and masons. Mills were also important in seventeenth and eighteenth century Salem. A number of corn, fulling, and grist mills were established on the North and South rivers in the early to mid seventeenth century. These were supplemented by a copperworks, glass factory, potteryworks, ironworks, and two tanneries by the late 1600s. The town's population had risen to almost 1,400 individuals by the early 1700s. Settlement continued along the North and South rivers. Salem continued to develop as one of the leading maritime centers with fishing commerce, shipbuilding, and related trades dominating the local economy. Numerous mills were also constructed during this period, including a tidal gristmill erected in 1734 by John Gardener and Jeremiah Gatchel on the Forest River between their properties in Salem and Marblehead. This mill site became the location of a lead works in 1831 under the direction of Colonel Francis Peabody. By the 1870s Salem's population was the third largest in Essex County, with a foreign-born population that accounted for almost 25 percent (MHC 1985). The town's economic base had shifted considerably over the past several decades from maritime-related industries to manufacturing. In 1875, 60 percent of the male population was employed in manufacturing versus 29 percent in trade and transportation and only 6 percent in agriculture. This trend continued into the early twentieth century, with shoe and leather manufacturers leading the local industries in production and employment. Manufacturing continued to dominate Salem's economy in the first half of the twentieth century. Shoe and leather manufacturing led the local industries in production, with a number of firms including B.F. Bell and Co. and J. Brown and Sons. By the mid-century, shoes and leather were still important products, but electrical machinery and equipment assumed the lead role with such firms as Hygrade Sylvania Co. incorporated prior to 1930 (MHC 1985). In 1952 the 7,070 manufacturing employees in the town represented more than 50 percent of the local workforce (MHC 1985). The next largest sector was wholesale and retail trade followed by the service, transportation, and construction industries. Today, Salem is primarily a local tourist center dominated by retail-service businesses in the harbor district. Most of the outlying areas serve as residential suburbs for Boston-area business people and professionals. The town is also home to Salem State College, the North Shore Medical Center, the Scope of Services MBTA Salem Commuter Rail Station M � Intensive(Locational)Survey/Site Examination was wineequnie::*adv page 7 of 15 Essex County District Superior and Probate Courts and Registry of Deeds, the Peabody and Essex Museum, and a host of banks and other financial institutions. These local institutions make Salem the educational,medical, legal, cultural, and banking modern period hub of the North Shore. Predictive Statements for Archeological Resources Pre-contact Period The Salem area has been a locus of Native American settlement from the Middle Archaic through the Contact periods. Salem Harbor and its many rich estuarine river and brook confluences undoubtedly served as the primary attraction for pre-contact populations. The previously recorded pre-contact period sites in the Salem Harbor area appear to have been used for a range of subsistence-related activities. Site types include camps with lithic debitage, shell middens, burials, and quarries. Known or inferred site functions include lithic workshops, shellfish, and other resource processing stations, and burial places. When viewed as a whole, these sites contain evidence of human occupation from the Middle Archaic through Contact periods, ca. 7500-300 B.P. Based solely on its location within such a rich pre-contact period environment, the MBTA Salem Station project area would be assessed with moderate—high archeological sensitivity. Its location on the North River suggests a high potential for habitation sites including ones with shell middens and lithic workshops. However, given the degree of late nineteenth and twentieth-century railroad- related land alterations and uses of this particular setting, it is likely that the integrity of any surviving pre-contact period deposits has been heavily compromised if not completely destroyed. As such, the MBTA Station project area is assessed with low pre-contact period Native American archaeological sensitivity. Post Contact Period A review of late eighteenth through twentieth century historic town and Sanbom insurance maps indicates that the project area was undeveloped until the arrival of two major railroad lines in the early and mid-1800s whose junction was centered in the project area. The Essex Railroad line ran east-west from Salem to South Lawrence, and the Eastern Railroad line ran north-south from Boston, MA to Portsmouth, NH. The Eastern Railroad line was chartered between Boston and Salem in 1830 and 1831, and was opened for passenger service in 1838 followed by freight service one year later. By 1840 the line had been extended north through Ipswich and Newburyport past the New Hampshire state line to Portsmouth. In 1875 the Eastern Railroad went bankrupt, and in 1884 the Boston & Maine Railroad negotiated to lease its entire system. The operations were relatively unchanged throughout most of the twentieth century. In 1982 the old main line north of Newburyport across to Seabrook, NH was abandoned. However, the rest of the Eastern from Boston to Ipswich remains an important rail commuter route, although freight service is not provided north of Salem(Karr 1995). The Essex Railroad obtained a charter in 1846 to build a line between Lawrence and Salem, with the first section from Salem to South Danvers opening in 1847 under the operation of the Eastern Railroad. The line was extended west to North Andover in 1848. The Eastern Railroad operated the Essex Line as its Lawrence Branch from the 1850s until the late 1885 when it was absorbed into the Boston & Maine Railroad. Heavy passenger service continued on the five-mile section of the Scope of Services IM A t!t MBTA Salem Commuter Rail Station Intensive(Locational)Survey/Site Examination page 8 of 15 line between Danvers and Salem until January 1958 (Karr 1995). Both the 1871 (Walling and Gray) and 1872 (Beers) maps of Salem depict the junction of the two Essex and Eastern railroad lines in the project area, with a passenger station on Bridge Street. Extensive wetlands/open water bodies are depicted on both maps to the immediate east and west of the railroad facility, suggesting that the project area itself may have been filled for use by the railroad companies beginning in the 1830s. The 1872 (Beers) and 1874 (Hopkins) atlas maps of Salem depict the Essex Railroad passenger station just north of Bridge Street between the two railroad lines as well as an engine servicing facility to the north side of the station parallel to the east-west Essex Line main tracks to the north. The six-stall engine house was comprised of two adjoining rectilinear buildings (three tracks in each) and a turntable on the west side closest to the tracks. A third smaller building was present on the east side of the engine house and a small outbuilding was present in 1874 to the far east side of the property adjacent to the river shoreline. The passenger station to the south contained a long, rectangular three-stall covered passenger platform structure that serviced the Essex line. All of the railroad buildings appear to have been wood-frame at that time. The same two-story passenger station and engine house building configuration is depicted on an 1883 bird's eye view of Salem (Mason)and the 1884(Walker)atlas map. The 1890 Sanborn insurance map depicts an entirely different building configuration at the railroad site. By that time, the covered three track platform on the north side of the depot had been removed, leaving only the smaller "Northern Depot" building facing Bridge Street. The earlier six-stall engine house and turntable had been replaced with a much larger facility that included a 12-stall brick semi-circular roundhouse and a new turntable on its south side serviced by two spur tracks, one from the west off the former Essex main line tracks and one from the south off the former Eastern main line tracks. By that time, both main lines had been taken over by the Boston & Maine Railroad, which presumable made the structural changes to the passenger station and engine terminal shortly after their acquisition in 1885. The new roundhouse was constructed to the east of and slightly overlapping the earlier engine house structures. A steel water tank and wood-frame sand house had also been erected on the northwest side of the engine house. By 1906 (Sanborn map) the passenger station was gone, and a large area of open coal bins or a "coal pocket" had been added to the north side of the roundhouse adjacent to the main line tracks. A boiler house also was added to the northeast (rear) side of the roundhouse. The 1911 (Walker) atlas map of Salem depicts a similar configuration as the 1906 Sanborn map. Sometime between 1950 and 1957 (Sanborn maps) the western two-thirds of the roundhouse was removed, leaving only a two-stall section still serviced by the turntable. However, the spur tracks to the turntable only connected from the west; the southern spur from the Washington Street tracks had also been removed. Ca. 1930s and 1940s photographs of the roundhouse site off Bridge Street indicate that the turntable pit was constructed of large cut granite blocks that supported an inner rail as well as the wood bridge and tracks. A small house is also visible at one side of the turntable bridge, where the turning mechanisms would have been located. The roundhouse was constructed of brick, but the ca. 1930s and 1940s photographs indicate that concrete reinforcement along the foundation and around the engine stall openings had been added by that time. The steel water tank structure and multi-story sand house are visible on the north side of the roundhouse. The overall site area appears flat and graded, with packed gravel surfaces between the spur tracks and structures. The n =Scope of Services A Salem Commuter Rail Station Intensive(Locational)Survey/Site Examination wazao, w;,wA,car page 9 of 15 remaining roundhouse structures were abandoned in the 1960s following the end of passenger service of the former Essex line, and demolished in the 1970s when the space was needed for the MBTA commuter rail parking lot. The foundation remains of the roundhouse and turntable pit along with ancillary structures were presumably filled in at that time. The 2011 geophysical survey of the existing commuter station parking lot identified numerous belowground anomalies, including the suspected structural outlines of the roundhouse foundation, turntable pit supports, as well as possible interior components (e.g., linear inspection pits) and ancillary structures (e.g., boiler house, coal bins/pocket, water tank) that appear on the 1890-1957 Sanborn Insurance Co. maps. These structural remains are estimated to be in fill deposits between 3 and 6 feet(ft) below the surface of the paved parking lot. Intensive/Site Examination Methodology PAL's intensive survey and site examination methodology has been formulated according to the standards and guidelines set forth in Public Planning and Environmental Review: Archaeology and Historic Preservation, Massachusetts Historical Commission(MHC 1979). Archival Research and Conditions Assessment The archival research will focus on reconstructing the documented historic railroad use of the immediate project vicinity including the proposed work areas. A variety of written sources of information including town and railroad histories along with additional sources including historical maps, railroad valuation plans and records, and photographs will be reviewed. Repositories that will be consulted include the Beverly and Salem historical commissions/societies and the Boston and Maine Railroad Historical Society in Lowell, Massachusetts. The results of previous cultural resource investigations conducted in the immediate area by PAL and other professional archaeologists as well as studies conducted at similar roundhouse sites in Massachusetts will also be consulted for salient information. The geophysical investigation results and other geotechnical data including soil probes/coring currently ongoing for the project will be closely reviewed to assist in determining the depths of fill soil strata and suspected structural remains and features. A site walkover of the project work area with PAL's machine subcontractor and FMA/MBTA representatives will be conducted prior to the subsurface testing activities to collect existing conditions information on the locations of visible utilities, parking spaces, traffic patterns, etc. This information will be used to determine more precise on-the-ground locations of the documented roundhouse, turntable pit, coal pocket, and water tank, as well as other ancillary structures and features in relation to existing parking lot structures and underground utilities. This will ensure the most accurate size and placement of subsurface testing as part of the intensive survey/site examination field investigations. Subsurface Testing The exact placement and size of the archaeological trenches will be based on the results of the research and existing conditions assessment, and will generally follow the suspected locations of the documented roundhouse and turntable pit structural remains, as presented in the 2011 geophysical investigation. The machine-assisted trenches will be of sufficient size to allow for cross-section profiles and plan view of any identified structural remains as well as an assessment of Scope of Services MBTA Salem Commuter Rail Station ` Intensive(Locational)Survey/Site Examination Aaww-.mm�oa,aamxar page 10 of 15 their physical integrity. All proposed trenching locations will be marked on the ground by PAL, and DIGSAFE of Massachusetts will be contacted at least 72 hours prior to the fieldwork. It is estimated that approximately five (5) machine-assisted trenches, each measuring 2 meters (m) (6 ft) wide and 4-6 in (12-15 ft) long, will be needed to locate, identify, and evaluate documented and undocumented historic railroad-related structures and features within the project area. The trenches will be at least 1-2 m (3-6 ft) deep depending on the fill and presence/nature of structural remains and associated soil strata. In trenches where cultural strata and materials and/or structural remains are encountered, a combination of machine-assisted and hand shovel scraping techniques will be used. Machine excavation where little or no archaeological data is present will extend to sterile fill/natural subsoils and/or the water table. All machine-excavated soils will be examined for cultural materials and a sample of these soils will be hand screened through 1/4-inch hardware mesh. Any cultural material (or a representative sample) remaining in the screen and collected from the excavated unscreened soils will be bagged and tagged by trench and level. Profiles and plan views will be measured and drawn for each trench. Digital photographs will be taken of the general project area and of all machine trenches throughout the field investigations. Following excavations, all machine trenches will be filled in and restored to the original ground surface. The asphalt covering each trench location will be cut using a compressor, lifted off by the backhoe, stockpiled, and then hauled off-site by a dump truck. At each trench location, the removed soil will be replaced in the trench,packed, and the area cold and/or hot-patched and/or permanently resurfaced with asphalt. Any trenches left open overnight will be properly secured with steel plating and safety cones. The PAL fieldwork logistics (marking the trenches for DIGSAFE, restricting commuter vehicle access before and during the excavations, and parking lot restoration work) will be closely coordinated with FMA, the MBTA, and the City of Salem as needed. This coordination includes obtaining any local and state excavation trench permits that may be needed. The fieldwork assumes that PAL's machine contractor will dewater trenches as needed during the excavations under a regular NPDES permit using a heavy sediment filter to remove any solid debris before discharge into a storm drain on-site. The fieldwork further assumes that no contaminated soils are present that would require a special NPDES permit for dewatering and/or the preparation of a site-specific Health and Safety Plan HASP and additional Personal ( ) Protective Equipment (PPE) and decontamination procedures beyond normal work conditions (Level D PPE). Laboratory Processing and Analyses All potentially diagnostic cultural materials (e.g., ceramics, bottles, personal items) and a representative sample (approximately 10 percent) of railroad-related construction and waste materials (e.g., slag, coal, clinkers, coal ash, brick, mortar, nails, window glass) collected from the MBTA Salem Station project area during the archaeological investigations will be returned to the PAL facility for laboratory processing and analyses. These activities will include: Scope of Services MBTA Salem Commuter Rail Station � Intensive(Locational)Survey/Site Examination "% ......wm:rvv page 11 of 15 • cleaning, identification, and cataloging of any recovered cultural materials; • preliminary analysis of spatial distributions of cultural materials; • map and graphics production. Curation Following laboratory processing and cataloging activities, all recovered cultural materials will be stored in acid-free Hollinger boxes with box content lists and labels printed on acid-free paper. These boxes will be stored at PAL according to curation guidelines set by the Secretary of the Interior(36 CFR 79)and the MHC. Technical Report Upon completion of the field and laboratory tasks, PAL will prepare a technical archaeological report that will follow the guidelines established by the National Park Service in the Recovery of Scientific, Prehistoric, Historic, and Archeological Data (36 CFR Part 66 Appendix A) and the MHC permitting requirements(950 CMR 70/71). The technical report will present the results of the archival research and field investigations, along with an evaluation of the significance and National Register eligibility of any identified historic archaeological railroad-related resources. Recommendations for the management of any such significant resources will also be included. Schedule The machine trenching coordination and fieldwork will be scheduled once the state permit is issued. The field investigations will take approximately 10 days to complete and will be weather dependent(e.g., heavy rain). Pending the receipt of the state archaeological permit, fieldwork will take place in April 2012. Laboratory processing, data analyses, and report preparation will take place in April and May 2012. PAL can provide a brief letter summary report that describes the fieldwork results within 5 days of the completion of fieldwork. The letter will be suitable for internal review and scheduling purposes only. The draft technical report containing the full survey documentation (narrative, figures, tables, and appendices including a cultural material catalog) suitable for agency review will be submitted within 45 days of the completion of the field and laboratory tasks. The final report will follow the draft review and any comments that are received. Personnel The archaeological investigations will be overseen by Suzanne Cherau, PAL principal investigator/senior archaeologist, who has extensive experience on similar projects conducted for the MBTA. Ms. Cherau will be assisted by a PAL project archaeologist, an industrial historian, and field archaeologists. All PAL project personnel meet the qualifications set by the National Park Service(36 CFR Part 66, Appendix C)and the MHC. Scope of Services MBTA Salem Commuter Rail Station Intensive(Locational)Survey/Site Examination Ana tie,.ey,®u,,;;ry, page 12 of 15 References Cited Barber, Russell,J. 1979 Human Ecology and the Estuarine Ecosystem: Prehistoric Exploitation in the Merrimack Valley. Unpublished Ph.D. dissertation, Department of Anthropology, Harvard University,Cambridge, MA. Beers, D.G. 1872 Atlas of Essex County, Massachusetts. D. G. Beers& Co., Philadelphia, PA. Bunker, Victoria 1992 Stratified Components of the Gulf of Maine Archaic Tradition at the Eddy Site, Amoskeag Falls. In Early Holocene Occupation in Northern New England, edited by Brian S. Robinson, James B. Petersen, and Ann K. Robinson, Occasional Publications in Maine Archaeology No. 9, Maine Historic Preservation Commission. Dincauze, Dena F. 1974 An Introduction to the Archaeology of the Greater Boston Area.Archaeology of Eastern North America 2(1):39-67. 1976 The Neville Site: 8, 000 Years at Amoskeag, Manchester, New Hampshire. Peabody Museum Monographs 4. Harvard University, Cambridge,MA. Dincauze, Dena F., and Mitchell Mulholland 1977 Early and Middle Archaic Site Distributions and Habitats in Southern New England. Annals of the New York Academy of Sciences 288:439-456. Doucette, Dianna, and John R. Cross 1997 Archaeological Investigations within the Annasnappet Pond Archaeological District, Data Recovery Program for Loci 1, 2, 8, and 9, Carver, Massachusetts. The Public Archaeology Laboratory, Inc. Report No. 580. To be submitted to the Massachusetts Highway Department, Boston, MA. Goodby, Robert G. 1988 The Seabrook Phase and Post-Hopewellian Interaction in the Northeast. Unpublished Master's thesis, Department of Anthropology, Brown University, Providence, RI. Grimes,John, W. Eldridge, B.G. Grimes,A. Vaccaro,F. Vaccaro, J. Vaccaro,N. Vaccaro,and A. Orsini 1984 Bull Brook II.New Experiments upon the Record of Eastern Paleolndian Cultures. Archaeology of Eastern North America 12:159-183. Hopkins, G.M. and Co. 1874 Atlas of the City of Salem, Massachusetts. G.M. Hopkins and Co.,Philadelphia, PA. Scope of Services MBIA Salem Commuter Rail Station Intensive(Locational)Survey/Site Examination waaazn.,ao,�rre.�rs. page 13 of 15 Johnson, Eric S.,and Thomas Mahlstedt 1982 Prehistoric Archaeological Collections from Massachusetts: A Report on the Peabody Museum Salem. Report on file, Massachusetts Historical Commission, Office of the Secretary of State, Boston, MA. Johnson, Eric S. 1993 Bifurcate Base projectile Points in Eastern and Central Massachusetts: Distribution and Raw Materials. Bulletin of the Massachusetts Archaeological Society 54(2):46-55. Karr, Ronald Dale 1995 The Rail Lines of Southern New England, A Handbook of Railroad History. Branch Line Press, Pepperell, MA. Lavin, Lucianne 1988 Coastal Adaptations in Southern New England and Southern New York. Archaeology of Eastern North America, Vol. 16:101-120. Luedtke,Barbara E. 1988 Where are the Late Woodland Villages in Eastern Massachusetts? Bulletin of the Massachusetts Archaeological Society 53:67-75. Mahlstedt,Thomas F. 1985 Report on the Data Recovery Program of the Reedy Meadow Brook Site, Pepperell, Massachusetts. Report on file at the Massachusetts Historical Commission, Boston, MA. Mason, D. and Company 1883 Bird's Eye View of Salem, Massachusetts. Reproduced by Historic Urban Plans, Ithaca,New York, from a lithograph in the Essex Institute, Salem, MA. Massachusetts Historical Commission 1985 Town Reconnaissance Survey Report Salem. On file, Massachusetts Historical Commission, Boston, MA. Maymon,Jeffery H., and Charles E. Bolian 1992 The Wadleigh Falls Site: An Early and Middle Archaic Period Site in Southeastern New Hampshire. In Early Holocene Occupation in Northern New England, edited by Brian S. Robinson, James B. Petersen, and Ann K. Robinson, Occasional Publications in Maine Archaeology,No. 9, Maine Historic Preservation Commission. Mulholland, Mitchell T. 1988 Territoriality and Horticulture:A Perspective for Prehistoric Southern New England. In Holocene Human EcoloU in Northeastern North America, pp. 137-166. Plenum Press, New York,NY. Ritchie, Duncan 1979 Middle Archaic Lithic Technology from Eastern and Southeastern Massachusetts. Paper presented at the Conference for Northeast Archaeology, Amherst, MA. Scope of Services MBTA Salem Commuter Rail Station � Intensive(Locational)Survey/Site Examination Aroa eart lrrfaN�V page 14 of 15 1984 Musketaquid, 8000 B.P.: Early Archaic Settlement and Resource Use in the Sudbury/Concord River Drainage. Paper presented at the 24th Annual Meeting of the Northeastern Anthropological Association, Hartford, CT. Robinson, Brian S.,James B. Peterson,and Ann K. Robinson (editors) 1992 Early Holocene Occupation in Northern New England. Occasional Publications in Maine Archaeology No. 9, Augusta, ME. Ritchie, Duncan and Nicole Missio 1996 Archaeological Data Recovery Program at the Salem Neck Sewerage Plant Site (19- ES-471), Salem, Massachusetts. PAL Report No. 660. Submitted to South Essex Sewerage District and Camp Dresser and McKee, Inc., Cambridge MA. Sanborn Map Company 1890 Insurance Maps of Salem, Massachusetts. Sanborn Map Company,New York,NY. 1906 Insurance Maps of Salem, Massachusetts. Sanborn Map Company,New York,NY. 1950 Insurance Maps of Salem, Massachusetts. Sanborn Map Company,New York,NY. 1957 Insurance Maps of Salem, Massachusetts. Sanborn Map Company,New York,NY. U.S. Department of Agriculture 1984 Soil Survey of Essex County, Massachusetts, Southern Part. Soil Conservation Service, U.S. Government Printing Office, Washington, DC. Vaughan,Alden T. 1965 New England Frontier: Puritans and Indians, 1620-1675. Little, Brown, &Co., Boston, MA. Walker,George H. 1884 Atlas of Essex County, Massachusetts. G. H. Walker and Company,Boston, MA. Walker Lithograph& Publishing Co. 1911 Atlas of the City of Salem, Massachusetts. Walker Lithograph&Publishing Company, Boston,MA. Walling, Henry F. and O.W. Gray 1871 Oficial Topographical Atlas of Massachusetts:Map of the City of Salem. Stedman, Brown, and Lyon Publishers, Boston, MA. L 11 1 1 1 1. 1 W 4 i Aw- Fig meq► }3'® j ..,,��'� ��i" ..,,,. M lit ill IRF 4f �40Q VAN go, mow /�'of; XWON, r,-. i. #Mss•+lr r*&S If I EP4. 1 Rap Film CEDAR% ,d ? 1 � � Y -f 0S .a 1 1 • 1 1 11 1 1 I � 1 Technical Proposal Salem Intermodal Station uV —A — Archaeological Data Recovery Program �� Pu01ic RrtOaeol qy page 13 of 15 la0oralory /. / / MT-4 e� / / \ � MT-5 \ , 1 yW MT-3 l Ill l 4 r rl l n / i I r ,I r .d i" hr/ sNM`a MT-t ggpp I :� a .0 s s • -o-m -\ — ` � '}yam r I x •�. .s � — — �\ xyr r -pr r s �� °•x M•A � F I � �gr I KEY- Project \ __ I Recommended site avoidance/mitigation boundary Source/Revision/Issue Dote PAL m i irate archaeological testing 05-24-12 META Salem Station I Ground penetrating s �r—.•"Y `` ...I radar)CPR)structureMap received from: Fennick/MtCredie ArchltecNre N 24-12 improvements and Parking Garage Mat,source: Klelnfelder-SEA Consultants,Inc. 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NA intensive site examination archaeological machine trPMh The base ifor Irftbn cmtat a M this map x'as wDPked to ly.es a prafaulonel cautery for biormareue aM ipHed,re,, fir,0,e WY. PAL makes ro Data 0 0 t00k wurannn,etcher egxessN or ImplleE,reearaine tM ktrcn w wIu6111[y N — 0 t i06 map far any other Purpme Nan m dePlct the lacatbn eadlor result of col u l resource tevestiyaaom conducted by PAL OCLOhef 2012 Figure 4. Proposed data recovery excavation area within the site mitigation boundary on the proposed conditions project plan, Salem Intermodal Station Project area.