Frequently Asked Questions

There are both benefits and services provided to veterans.

Benefits related to food, clothing, shelter, and medical care for veterans of all wars and their dependents. Services relate to processing claims for veterans and their dependents. These include compensation, V.A. pensions (service and non-service connected) rehabilitation, counseling relative to employment, Social Security, Supplementary Security Income and a variety of other areas.

The department has recently been successful in helping to get the burial allowance increased for those veterans who have died without funds so that they might be afforded a dignified burial.

• War time service with discharge or separation under honorable conditions
• Legal residence in the City of Northampton
• Financial need

• War Records Department
  Room 1004
  100 Cambridge St.
  Boston, MA 02203
  Ph: 1-617-727-2964

Assessors are responsible for estimating full and fair cash valuations and for classifying all property located within the community as of January 1 each year. Assessors prepare and maintain a property database that lists all taxable and non-taxable properties in the jurisdiction. Acting as revenue experts within the municipal finance team, they work collaboratively with other local officials to determine the annual property tax rates and participate in local tax policy decisions. Details about their roles and the guiding Mass General Laws can be found here.  

The assessing office is overseen by the Board of Assessors, which is responsible for approving valuations, vetting abatement applications, reviewing property tax exemptions, managing the overlay account, and providing new growth estimates during the budget process. The Mayor’s Office and City Council do not have authority or influence when it comes to property valuation.

The Principal Assessor and Board of Assessors are legally bound by the Massachusetts Department of Revenue’s general laws (MGL c. 59 §2A, 38) to value all property in the City of Northampton at 100% of its full market value. 

Under the law, the Assessor must take into account the data that has been collected from arms-length (market value) sales, property inspections, and building applications using the concept of Mass Appraisal (The systematic appraisal of groups of properties as of a given date using standardized procedures and statistical testing). Assessed values are driven by the real estate market and home values have risen approximately 12% on average between 2022 to 2023 and close to 50% on average since 2020. This in turn is the main factor in the rise of assessed values and the rise in your tax bill.

The Massachusetts Department of Revenue binds assessors to value all property in a given community at its full cash value. There is an official "Revaluation Year" that occurs every 5 years and "interim year" adjustments between those years. The Massachusetts Department of Revenue guides and approves values each year but in the "Revaluation Years," they work with and scrutinize the work of the Assessor's Office much more thoroughly to make sure all assessments are equitable and proportionate to the tax burden. FY2025 was an official revaluation year and the Department of Revenue approved the values. 

If you feel that your valuation is above true market value, please contact the Assessor’s Office by calling 413-587-1200. All abatement applications must be filed in the Assessor’s Office by the due date of the third quarter tax bills, usually February 1st. If February 1st falls on a weekend, then the following Monday is the due date. 

Abatement Info

Yes, there are exemptions for older adults over 70 years of age if they qualify financially. There is an income limit and an estate limit. It is $650 off the tax bill per year.

Call Melissa Betsold in the administrative office at 413-587-1032 to schedule an appointment.

Please send a letter requesting this information to:

Captain Natalie Stollmeyer, 26 Carlon Drive, Northampton, MA 01060 or email: nstollmeyer@northamptonma.gov

The Northampton Fire/Rescue Department recommends changing your smoke detector and carbon monoxide detector batteries twice a year when you change your clock in the spring and fall.

Yes. The Fire/Rescue Department has a program to provide free smoke detectors/batteries for elderly residents. To make an appointment to have a detector installed, call 413-587-1032.

The Northampton TRIAD Committee coordinates the posting of house numbers. A donation of $5 is suggested but not required. To request a number, call the Fire/Rescue Department or the Council on Aging and leave your name, phone number, and property address.

No, the Fire/Rescue Department does not provide this service. The phone book lists a number of vendors who sell and service fire extinguishers under ‘Fire Extinguishers’ in the yellow pages.

Per M.G.L. Chapter 148, Section 26E, smoke detectors are required in residential structures on each level of habitation and the basement level. Such smoke detectors shall be installed “on the ceiling of each stairway leading to the floor above, near the base of, but not within each stairway and ... outside each separate sleeping area.”

When the blue lights at traffic signals in downtown Northampton and Florence are flashing a snow emergency is in effect. That means no overnight on-street parking.

When the blue lights on the traffic signals in downtown Northampton or Florence are flashing, a winter parking ban is in effect, there is no on-street parking throughout Northampton from 12:01 a.m. - 6 a.m. (2 a.m. - 7 a.m. for Main Street). When a Snow Emergency is called, a city-wide parking ban goes into effect: overnight parking is prohibited on any street from 12:01 a.m. - 6 a.m., except downtown on Main Street where the prohibition is from 2 a.m. - 7 a.m. Snow Emergencies remain in effect until canceled and are often enforced for more than one night. The Winter Information Line is updated and alert emails are sent when the Snow Emergency is canceled. Overnight parking is available in the John E. Gare garage at all hours on a space-available basis. There is a fee for overnight parking in the garage. Free overnight parking is available in the city parking lot on Armory Street (near the Parking Garage) from 8 p.m. - 8 a.m. If you park on a city street or in a city parking lot (except the Armory Street lot) your vehicle will be subject to ticketing and towing. This is a public safety issue. Parking bans can extend a few days, stay informed by calling the snow information line at 413-586-6969 or by signing up with Reverse-911 to receive email, text, or telephone updates.

Snow emergencies remain in effect until canceled and are often enforced for more than one night. The Winter Information Line is updated and alert emails are sent when the Snow emergency is cancelled. Sign up here to receive alerts and stay informed.

Overnight parking is available in the E.J. Gare Garage at all hours, on a space-available basis. There is a fee for overnight parking in the garage. During Winter Parking Bans, free overnight parking is available in the city parking lot on Armory Street (near the garage) from 8 p.m. - 8 a.m. All cars must be moved by 8 a.m. and cannot return until 10 a.m. and moved again from 6 p.m. allowed to return at 8 p.m. for plow crews to clear that parking lot.

Occasionally mailboxes are damaged due to snowplowing operations. The Department of Public Works makes every effort to avoid damaging mailboxes but sometimes due to the amount of snow, the weight of the snow or ice, and the speed the plows need to travel, mailboxes are sometimes damaged. If you are unable to receive mail as a result go to your local Post Office and make arrangements for mail pick up. If your mailbox was damaged as a result of city snowplowing operations visit the City Clerk's Office website for information on filing a claim.

Winter sand is free for residents (two bucket maximum) and is available at the Department of Public Works, 125 Locust Street, on a self-serve basis any time the main Department of Public Works gates are open.

It is important for the health and safety of residents that sidewalks are cleared of snow within 24 hours from the end of a snow event. If you are responsible for a sidewalk on your property please clear the snow as soon as possible. Fines can be levied by the Police Department if snow is not cleared. Changes were recently made to the sidewalk snow removal ordinance, a link to the ordinance is available below.

Initiative to lowering the municipal voting age (Vote16) (2021); Drafted and introduced a revised plastics ordinance, 'Plastic Reduction & Sustainability Ordinance' (2019-2020); No Hate Space Anti-Bullying Assemblies at Northampton High School (2011); Support Letter for Lilly Library's Young Adult Program (2011); Main Event Teen Center Benefit Concert (2007); Mayors Hot Chocolate Run for Safe Passage (2006); Holiday Giving (2006); Youth Commission Radio Show (current); Northampton Public Access Television (2005); Art benches in downtown Northampton (2005); Bridge the Gap Concert to fundraise for Senior Center (August 2004); Opposition to the Northampton Noise Ordinance Youth Summit (January 2004)

The Youth Commission meets in the Hearing Room in City Hall at 7 p.m. on the 2nd and 4th Wednesdays of the month (but not on legal holidays) during the school year. The meetings are open and the public is welcome.

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Food establishments are prohibited from providing prepared food to customers using polystyrene, polyvinyl chloride, polyethylene, polyethylene terephthalate, or other nonrecyclable disposable food service ware. Retail establishments are prohibited from selling or distributing polystyrene food service ware to customers. This includes the sale of polystyrene ware for home food use. Food establishments must provide disposable food service ware accessories only upon request by customers or at a self-serve station.

The new ordinance replaces the single-use plastic bag ban (Section 272-18, below) since it incorporates the prohibition on single-use plastic bags. 

All sales outlets, stores, shops, restaurants, markets, supermarkets, clubs, pharmacies, or other places of business located within the City of Northampton that sell or convey merchandise directly to the ultimate consumer.

On January 21, 2021, the Northampton City Council approved a new plastic reduction ordinance, which bans styrofoam and non-recyclable plastic take-out containers and instead requires prepared food to be packaged in biodegradable, recyclable, reusable or compostable containers. See a full copy of the ordinance here. This new ordinance replaces the single-use plastic bag ban (Section 272-18) since it incorporates the prohibition on single-use plastic bags. 

On January 21, 2021, the Northampton City Council approved a new plastic reduction ordinance, which bans styrofoam and non-recyclable plastic take-out containers and instead requires prepared food to be packaged in biodegradable, recyclable, reusable or compostable containers. The ordinance took effect on January 1, 2022. This ordinance replaces the single-use plastic bag ban (Section 272-18) since it incorporates the prohibition on single-use plastic bags. 

Reusable bags - bags that have a thickness greater than 3.0 mils and are specifically designed for multiple uses and are made of thick recyclable plastic, cloth fabric, or other durable materials that do not decompose into harmful chemical components. A reusable bag may be recyclable or compostable and is specifically designed and manufactured for reuse. Biodegradable bags - Bags that: (1) contact no polymers derived from fossil fuels; and (2) are intended for single use and will decompose in a natural setting to an environmentally beneficial material at a rate comparable to other biodegradable materials such as paper, leaves, and food waste. Compostable plastic bags - plastic bags that: (1) conform to the current America Society for Testing and Materials International D6400 for compostability; (2) are certified and labeled as meeting the ASTM D6400 standard specification by a recognized verification entity; and (3) conform to any other standards deemed acceptable by this section.

Food establishments using any disposable food service ware shall use biodegradable, compostable, reusable, or recyclable food service ware. 

Yes, flexible transparent covering (commonly referred to as plastic wrap); thin-film plastic bags used to contain dry cleaning or newspapers, typically without handles. Product bags are not exempt from this ordinance’s prohibitions; packaging utilized for prescription drugs. 

• The Mayor's designee may exempt a food or retail establishment from the requirements of this ordinance for a period of up to one (1) year, upon a finding by the Mayor's designee that the requirements of this ordinance would cause undue hardship to the establishment. The Mayor's designee may approve two (2) additional 6-month periods upon the showing of a continued undue hardship. 
• Any food or retail establishment receiving an exemption shall file with the Mayor's designee monthly reports on inventory and remaining stocks.
• Any food or retail establishment seeking an exemption shall apply to the Mayor's designee using forms provided by the Health Department and shall allow the Mayor's designee, or his or her designee, to access all information supporting its application. 
• The Mayor's designee may approve the exemption request, in whole or in part, with or without conditions.
• The Mayor's designee, by regulation, may establish a fee for exemption requests.  

If it is determined that a violation of this ordinance has occurred, the Mayor's designee (Health and Human Services Inspectors) shall issue a warning notice for the initial violation. 

If an additional violation of this ordinance has occurred within one year after a warning notice has been issued for an initial violation, the Mayor's designee shall issue a notice of violation and shall impose a penalty against the food or retail establishment. Each penalty of this ordinance’s clauses shall be no less than:

1. $50 for the first offense
2. $100 for the second offense and all subsequent offenses
   

Payment shall be made within twenty-one (21) days to the City Clerk. Non-payment of such fines may be enforced through civil action in the Northampton District Court. No more than one (1) penalty shall be imposed upon a food or retail establishment within a seven (7) calendar day period. 

If your event is open to the public, so that any individual walking off the street can attend, whether you are charging a fee for the alcohol or not, you need a short term liquor license. If your event is private and invitation only, you do not need a short term liquor license. If you are unsure whether or not you need one, please call the License Commission office to inquire. To apply, please complete an application. 

You can apply for a short-term liquor license by submitting an application electronically via the new online permitting portal. You can access this portal here. The application must be submitted COMPLETELY with TIPS certifications for the proposed servers and a certificate of insurance proving liquor liability for the event with a per occurrence amount of no less than $250,000. 

Please review the short term liquor license page for information on all of the requirements.

Yes. On December 5, 2019, an order to accept M.G.L. Ch. 138 §12 permitting cordials and liqueurs was signed by the City Council. This acceptance allows wine and malt license holders to also sell cordials and liqueurs, subject to approval of the Local Licensing Authority and the ABCC.

Yes, any changes to your licensed premises, including outdoor seating, requires you to file an application for an alteration of premises, which must be approved by both the Northampton License Commission and the ABCC. Until you receive approval from both commissions, you can not commence alcohol service outside. If you are proposing to place tables and chairs on public ways, you must apply to the Department of Public Works for an outdoor tables and chairs permit.

Any establishment where food is sold the the premises contains kitchen and dining room equipment and the capacity for preparing, cooking and serving food, is required to have a common victualler license. Licenses are issued on an annual basis for a cost of $50.00. The common victualler application is found online and is required to be submitted with the supplemental documents. Applications must be submitted at least one week prior to the next scheduled License Commission meeting. 

File a zoning permit application (ZPA) with the Building Department describing your project to determine if you just need a building permit or if you need a public review/public hearing for wetlands, zoning relief, architectural review, etc. NOTE: Not all projects require a public hearing.

The permit path to project completion varies depending on the zoning district where your property is located, whether or not there are wetlands, and how big your project is.

Other permits may be required from the Department of Public Works. Please visit their page.

Adding a second unit is allowed in all residential districts. Applicants must meet all the requirements of 350-6.11 (https://ecode360.com/37390035). Depending on the size and location, some second units may need Planning Board review.

The City of Northampton zoning ordinance (Chapter 350 of the Code of Ordinances, https://ecode360.com/13265306) does not use the term "ADU" and treats adding a unit to a single family home as a 2nd unit, detached or attached. Second homes/units can be bigger than first homes provided you have sufficient lot area and meet other requirements. Detached homes need to be at least ten feet away from each other. The minimum setback requirements for residential uses apply equally to all units on the property, so converting an existing garage that does not meet the minimum setback for a house is not allowed.

The zoning district of your property determines dimensional and use requirements. For most districts, the district-specific ordinances are at the top of the zoning ordinance main page (https://ecode360.com/13265306) as Attachments. Central Business ("Downtown") and Florence Village districts have their own sections under 350-21 and 350-22. To look up your zoning district yourself, please go here, https://northamptonma.gov/929/AssessorZoning-Maps. You would first find your Parcel ID listed on your tax bill and use it to find the specific PDF map. The "Make Maps" link on the page has instructions on how to download the City's map layers onto your Google Earth.

You must apply for the appropriate permit in the Office of Planning & Sustainability by following these instructions.

Application deadline is generally 30 days prior to the public hearing. Staff will not schedule a public hearing, however, until an application is complete with all the needed information so the application can potentially be acted on the same night. The Planning Board, Zoning Board of Appeals, and the Conservation Commission generally meet second and fourth Thursdays. The Central Business Architecture Committee meets the first Tuesdays, and other boards as needed.

It is strongly urged that all applicants check with appropriate city staff before filing an application to ensure that all information and materials required to address the project are submitted with the application.

Applications and supporting materials for pending projects that require a public hearing are available at OpenGov permit search or Planning & Sustainability, City Hall, 210 Main St., Second Floor, Northampton (8:45 AM to 4:15 PM). Links to legacy permit files and other planning files are at the Public File Cabinet and Maps page. Planning staff is available to answer questions.

Public Hearing notices are available at the Daily Hampshire Gazette (search for Northampton) and public agendas are posted on the City's Agenda Center. For some projects, abutters will get mailed a notice about two weeks prior to the hearing, and a notice will be posted on the property. Notices are not mailed for continued public hearings, but they are posted at the agenda center.

Not all projects require a public hearing. Those projects may be reviewed at the Building Department website.

You can ask questions about a project to city staff via phone, voicemail, or email. Comments about a project should be made in writing via email or letters ahead of the hearing for the project or made verbally during the hearing.

Public hearings open at or after the time advertised, never early. The chair will open the hearing and the applicant will present their plans and the board will then ask its questions. After that, members of the public are invited to ask questions and offer any comments. Written comments, including the name and address of the person making the comment, may be submitted to the board up until the time the public hearing is closed. Most public hearings are closed and decisions are issued on the same night, although some complicated projects or incomplete filings may be continued to a specified date and time.

The Planning Board, Zoning Board of Appeals, Historical Commission, Conservation Commission, and Central Business Architecture Committee hear permit applications at advertised public hearings. Depending on the relevant statute, the city or the applicant may publish legal notices and notify abutters. Anyone is welcome at the public hearings and invited to participate.

Boards are made up of unpaid community volunteers, dedicating their time to serve our community. Planning & Sustainability staff assists applicants, community members, and boards to ensure a legal, fair, and transparent process following regulations and broader Sustainable Northampton Comprehensive Plan goals and objectives.

Neither the Mayor nor City Councilors review or approve permits.

The Board determines when there is enough information to close the public hearing. The Board must make a decision based upon regulations and adopted plans and consideration of public comments. There are often many ways to address the standards. The Board must evaluate what the applicant has presented and whether that application meets the standards as presented or with conditions. The Board cannot redesign a project based on ideas generated during public hearings.

Approval Standards: Public comments are very important and often persuasive, especially when they align with the regulatory standards. Testimony does not replace, however, the board's reliance on other information, statutes, city plans and regulations, and case law. (See Unrepresented Democracy in Local Zoning and Planning Boards). The City writes its own zoning and other ordinances, typically based on the City’s Sustainable Northampton Comprehensive Plan (updated 2021), which includes climate resilience and regeneration, bike and pedestrian, and open space elements. Projects such as affordable and attainable housing and encouraging land use patterns that support commercial centers and reduce greenhouse gas emissions often come from community-wide goals even when immediate abutters might have a different vision. 

After the public hearing is closed, no new testimony or information can be accepted. The permit granting board deliberates and makes their decision. Planning & Sustainability staff then issues the necessary decision. Notice of the decisions varies based on statutory requirements, with notice of Zoning Board of Appeals and Planning Board decisions mailed to abutters. Abutters have the right to appeal, within strict appeal periods and procedures established by law for each permit process.  Appeal periods are noted on decisions.

Applicants must pick up certified copies of the decision from the City Clerk at the end of the appeal period and record the decision at the Register of Deeds before seeking a building permit.

Q: I hear this project will reduce the overall number of parking spots downtown by about 57. It feels like it’s already hard to find a spot.

A: Over the years, we have commissioned several studies to look at our parking downtown, and all have agreed that the plan includes sufficient parking for downtown. The parking garage (with a bridge leading right into Thornes Market in the heart of downtown) always has spaces available, and the first hour is free. Numbers show that about 12% of the people who park there pay nothing, 20% pay just 75 cents for two hours, and another third pay $1.50 for three hours!  

Northampton offers an experience as a downtown and offers a place where people want to come and hang out. The Picture Main Street project builds on that with more space for people to hang out, dine on the sidewalk, and walk or roll side-by-side down the sidewalk.

• In 2014, Walker Parking Consultants found:

“Overall, the parking system had capacity on our survey days, and that finding is consistent with informal observations made on other visits and with information provided by staff. Our off-street, public occupancy rates were very close to counts done in 2000 for a previous study (we found 83 percent peak occupancy, whereas the earlier study found 85 percent peak occupancy)...Our counts find that under most typical conditions, a driver should be able to find parking within a few blocks.”

The recommendations of this report largely mirror many of the measures enacted by Mayor Sciarra in March 2023 to address the REAL problem - circulation (the fact that cars stayed too long in prime parking spots at the wrong times).

• In 2022, Stantec parking expert Jason Schrieber shared in his parking system analysis:

“In peak hours, Main Street is at full capacity and off-street lots are significantly below 85%. This observation can be reversed by adjusting pricing, rather than supply. When front door “Main Street” spaces are priced higher, more remote and less utilized spaces can be priced cheaper, or in times of low-demand, free.”

It was many of the recommendations of this report that were implemented in March of 2023.  

Based on feedback from parking managers, enforcement officers, and downtown visitors, Mayor Sciarra believes that Main Street parking has improved. We're now collecting data for a six-month review of the changes made in March and will soon update residents. If more modifications are necessary, the city will make them in the ongoing cycle of using data to inform good policy. 

Q2: I love the angled parking spaces. It’s too hard to parallel park.  

A2: There will be many angled parking spots on Main Street and on all of Crafts Avenue.

That said, studies show that angled parking is unsafe. This is part of why Main Street is on the list as one of the most unsafe streets in the Commonwealth of Massachusetts.

Most cities in the USA have parallel parking in their downtowns. In fact, even in Northampton, most of our main arteries are parallel parking - upper and lower Main Street, Pleasant Street, King Street, Gothic, Center, Strong… and so on. People park in all of those locations.

There are also 1,000 front-in parking spaces in lots just off Main Street and the E.J. Gare Garage. We must embrace the idea that the city’s success is not built on being able to park directly in front of a given store on Main Street; it’s built on being a great place to visit, shop, see a show, and eat. We need to focus on what that means in the modern economy and build more of that. The Picture Main Street project is a critical, once-in-a-generation opportunity to use state funds to help us achieve what’s next. 

Q3: Angled parking is easier for visitors with disabilities.

Q3: Some definitely think so, and some prefer parallel. It depends on the individual and how their vehicle is set up to assist their disability. We’ve heard from fans of both approaches, which is why the Picture Main Street plan includes accessible spaces on Main Street that are both angled parking and parallel parking style. 

The Picture Main Street plan also increases the number of accessible parking spots on Main Street by two additional spaces.

Q4: But 57 spaces? That seems like a lot!

A4: We have tested this reduction in spaces over the past three summers. The current outdoor dining program incorporates 57 parking spaces. This is a live test of what it’s like to live without those spaces, and it’s worked to bring people back downtown since the pandemic. The outdoor dining and other vibrancy activities downtown have restored the city’s local receipts revenues, such as meal taxes - more space for more people really works!

Take a look at the following article, “Toronto’s Curbside Patios Made 49 Times More Money Than the Parking They Replaced“

Q: Why do we need bike lanes on Main Street?  

A: Since 2015, Northampton has been a part of the Commonwealth of Massachusetts’ Complete Street Program. “A Complete Street is one that provides safe and accessible options for all travel modes - walking, biking, transit, and vehicles – for people of all ages and abilities.” This is already baked into Northampton’s culture and governing philosophy - and the Picture Main Street project is just implementing the latest and best in urban design to realize these worthwhile goals.

From the first survey conducted in early 2020 and after several initial community meetings, the following top 5 goals were identified for the redesign:

1. Café seating with wider sidewalks
2. Protected bike lanes
3. High-visibility crosswalks
4. Art crosswalk
5. Street closure

Dedicated bike lanes are great for everyone.  They result in fewer injuries, improved traffic flow, safer sidewalks, they’re better for the environment, and they make people healthier.

Q2: We’ve got a great bike path that goes right next to Main Street on the rail trail - why can’t cyclists just use that? 

A2: They can, and they do - but cyclists have a legal right to use Main Street (and every street) safely.

It can be hard to change our way of thinking about our roads, but we must. The fact is bicycles, pedestrians, and cars use Main Street - and each has an equal right to a safe amount of space to enjoy. Bicycles should be able to ride down the street and have a chance to pull up next to their destination on Main Street just like a car does. It’s not equitable to say they should be relegated to just the bike path.  

The good news is that there’s plenty of room for every kind of transportation people want to use. The science shows that we can accommodate separated bike lanes on Main Street without harming traffic flow.

Current and future bicycle and pedestrian access must be incorporated, and the community has overwhelmingly supported (66%) separate bike lanes on Main Street. This, coupled with the engineering analysis required for MassDOT’s pre-25% submittal that describes safety tradeoffs for different treatment types, led to the separated lane being selected above others by the traffic safety specialists. 

The Picture Main Street plan reallocates space that previously has only focused on wide, inconsistent, and dangerous vehicle lanes and assigns it to be shared with the other road users so that it’s genuinely a Main Street for everyone. Again, while today’s Main Street caters to vehicles, the redesign will ensure that Main Street is equitable, viable, and accessible for all. Numerous stakeholder meetings, surveys, and community meetings were held to evaluate interests and tradeoffs selected by residents. To see what people have shared, please go to the StoryMap, scroll down slightly, and click the "What We've Heard" link. 

In addition to the reasons stated above, in April 2023, the new Vulnerable Road Users laws went into effect in Massachusetts. These laws include a variety of measures intended to increase roadway safety in Massachusetts. In accordance with MGL c. 90 §14, in passing a vulnerable user, the operator of a motor vehicle shall pass at a safe distance of not less than 4 feet and at a reasonable and proper speed. As a result of this new law, the installation of separated bike lanes has become an imperative inclusion in the Picture Main Street design to ensure the safety of cyclists and to comply with state law.

Q3: I’ve heard that separated bike lanes aren’t safer - and that there’s a study out there that proves it.  

A3: Some have raised concerns about bicycle/pedestrian conflicts with a separate lane. The lane will elevate cyclists and make them more visible to vehicles and pedestrians. Cyclists will thus be easier to see by pedestrians than if they were in the lane of traffic blocked from view by parked cars.

Others point to an article in Forbes Magazine claiming that separated bike lanes are not safer. This article was written by a person who works at a conservative think tank focusing on energy and the environment and who has written extensively advocating for increased use of fossil fuels, more pipelines, and looser environmental regulations, including a book titled Regulating to Disaster: How Green Jobs Policies are Destroying America's Economy. The study she cites in the article was a master’s thesis, not a peer-reviewed study. Just over a month and a half later, the same magazine - Forbes - published a story entitled, “Protected Bike Lanes Increase Safety, Save Money And Protect The Planet, New Report Finds.”

The Federal Highway Administration recently (February 2023) released a summary of its report about Crash Modification Factors (CMF) for separated bike lanes, using Cambridge, Massachusetts, as one of the study locations. The research found that, at a 99% confidence interval, separated bike lanes are expected to reduce crash rates by approximately 50% over conventional bike lanes.

In 2016, the National Association of City Transportation Officials (NACTO) cited “Studies from cities across America show that adding protected bike lanes significantly increases bike ridership on those streets with rates ranging from 21% to 171%. Additionally, People for Bikes states, 'On D.C.'s Pennsylvania Avenue protected bike lane, bicycle volumes increased 200 percent after the facilities were installed (District Department of Transportation, 2012),' and 'The average protected bike lane sees bike counts increase 75 percent in its first year alone (National Institute for Transportation and Communities).'

Not only are protected bike lanes safer, but they also promote economic growth in many ways such as fueling redevelopment to boost real estate value, helping companies score talented workers, making workers healthier and more productive, and increasing retail visibility and sales volume. More information can be found here.

Q: This is such a huge undertaking that it’s common sense to set up a trial run to ensure this will work. 

A: We do not have the ability to conduct a demonstration project that would put all the pieces together accurately. We are moving toward 100% design details based on the volume of study, community input, community goal setting, and engineering expertise regarding road diet and safety improvements.  

There is no part of the Picture Main Street design that will be implemented for the first time with this project. These are tried and true strategies that have been tested by engineering experts all over the country. Northampton is not the first municipality to implement this type of roadway redesign. Similar implementations have occurred throughout the Commonwealth, and the design and solutions have been thoroughly tested and proven effective. 

For example, there are existing downtown streets in Northampton with greater traffic volumes than Main Street that have two lanes with parallel parking (King Street, Lower Main Street, Pleasant Street), which shows us that traffic can be accommodated and function with emergency access.

The proposed redesign is not just about physical changes to the street. The project involves interrelated measures that would be impossible to implement in a trial run. Some of these measures would require long lead times. If we only do the easy stuff and leave out important elements, a trial run will not show how the system will actually work. Rather, it will be a waste of time and money. 

Aside from the technical reasons why this won’t work, listed below, it takes time for people to get used to using a new layout and to develop new habits. The period of a trial run would be a little like the first week of actual plan implementation, only worse. Think about the roundabouts that have been successfully implemented here and elsewhere. When they were first proposed, many people were horrified and convinced they wouldn't work. And when they first went in, there was plenty of confusion as people struggled to learn how to navigate them. We all know that the roundabout at the Coolidge Bridge has forever changed Friday afternoon coming from Amherst. 

To further explain why a trial run is not simply a low-cost matter of placing cones in the street to see how it works, here are just some of the specific measures that would have to be part of a realistic trial run:

1. Signal timing - one of the main causes of congestion on Main Street is the timing of traffic lights. Changing signal timing involves engineering analysis and the acquisition and installation of new signal modules. Further, the location of some of the signals will be changing to allow for more queue space, which is also tied to the engineering of the signal timing. Such significant changes are not feasible as a trial.
2. Special zones - for loading and accessible access require approvals that would be hard to obtain and implement on a trial basis and require planned accessibility improvements that can’t be done temporarily. The plan addresses the need for safe access for people with different abilities.
3. Signage – any changes must be accompanied by clear signage. This requires significant planning and fabrication for which there is no current budget. However, this will be included in the MassDOT-funded project.  
4. Restriping for vehicles, bike/ped zones - this must be done clearly and understandably and is not possible to do as a temporary measure, as it will involve measurements based on changed road geometry.
5. To simulate the three-lane design, the median islands on Main Street would have to be removed for the trial period and then put back afterward. This would require demolition and reconstruction of infrastructure.

Thus, a trial run cannot be developed to accomplish what is intended by the Picture Main Street design. However, we have dozens of examples of these treatments being implemented successfully elsewhere. 

That being said, one component of the Picture Main Street design has been successfully tested for the last three years - see FAQ PARKING, A4. 

Q: There haven't been traffic studies to make sure this will work.

A: This is incorrect. MassDOT requires a study as part of the justification for the proposed design. In January 2021, Toole Design submitted its 967-page Functional Design Report with all the data, statistics, and analysis that form the backbone of the proposed design solution. This report is linked within the Storymap on the city’s website. MassDOT engineers spent months reviewing the submittals to ensure that the standards and design justification were met. They do not allow a project to move forward to the 25% design public hearing until this data has been fully vetted.

Q: Can two lanes handle as much traffic as four lanes?

A: Main Street doesn’t have four lanes today. Upper and lower Main Street are one lane in each direction with parallel parking on either side. It’s the width of middle Main Street where drivers create additional, undefined “lanes” and this space is used to weave in and out of other traffic which creates an unsafe condition for all other users.

The Storymap describes the pros and cons of a design alternative that defines four lanes of traffic in the section of Main Street that could accommodate this. The result is sidewalks that would be less than 5’ wide and unable to accommodate ADA-compliant restaurant use, narrower curb extensions, and fewer trees, to name a few. This would be inconsistent with all the public input supporting the goal of wider sidewalks and safer crosswalks.

Some examples:

• Cottage Street in Easthampton has higher traffic volumes (~16,000 trips) than Main Street (12,000 to 13,000) and operates with two lanes and parallel parking. 
• Concord, NH implemented a three-lane street in place of a four-lane street and also carried 12,000 vehicles per day.
• Russell Street in Hadley was approved and constructed by MassDOT to narrow from four to three lanes (turning lane) with 21,000 daily vehicle trips vs. 12-13,000 daily in Northampton.
• The lower Main Street section of Main Street (from King/Pleasant to Market/Hawley) has the highest traffic volume on Main Street (~13,000 vehicles per day) and is already mostly two lanes with parallel parking.

Of the several design alternatives developed based on public comments, surveys, and stakeholder meetings, the final alternative approved by MassDOT to move forward was selected as a compromise that met the publicly generated goals of the project to a much greater degree than the other alternatives. The analysis of the alternatives reviewed with the goals is included in the functional design report and Storymap.

Q:  Why has the city not pursued Alternative 1B, as some have asked?

A: As was discussed prior to the 25% design public hearing, each of the alternatives proposed by Toole came with its own benefits and trade-offs. However, Alternative 1B presented significantly more negative trade-offs than the selected alternative. The overwhelming support for the chosen design was largely due to the specific problems and shortcomings associated with 1B. Listed below are the following problems: 

• Implementing Alternative 1B would have required reducing the sidewalk width to less than five feet in multiple locations in order to accommodate all of the desired elements.
• At the King/Pleasant Street intersection, Alternative 1B would have increased delays for drivers, particularly for those making left turns across multiple lanes of traffic, as additional measures would be needed to maintain safe traffic operations.
• At minor intersections, left turns would become more hazardous for all users. Without dedicated turn lanes, motorists would need to navigate gaps in two lanes of oncoming traffic, while also accounting for bicyclists and pedestrians in crosswalks, all under pressure from vehicles queued behind them.
• Accommodating additional vehicle turn lanes at intersections, maintaining four continuous travel lanes, expanding sidewalks, and improving visibility at crosswalks under Alternative 1B would result in the loss of an estimated 26% of existing parking.
• There is no noted increase in vehicle capacity as traffic signals limit capacity.
• While snow storage in the center of the street could be maintained as it is today, doing so would require eliminating one lane of vehicle traffic in each direction during winter weather events.
• Alternative 1B would not provide dedicated or separated bicycle facilities due to space constraints, leaving significant safety concerns unaddressed. The mandatory four-foot passing clearance zone could not be achieved, which would violate MassDOT design standards.

Q: Narrowing the width of Main Street will cause extreme traffic congestion.

A: Traffic jams in the project area are mostly due to outdated signal timings at four key intersections. We covered this in our 25% design public hearing and it's backed by in-depth engineering studies. Lower Main Street, which has a higher traffic volume, already functions well. Our plan—adding a third turning lane, clearly marking lanes, reducing crossing distances, and updating signal timings—will manage traffic flow without reducing current capacity. Much of this congestion is created when drivers weave within the width of the roadway that is not clearly delineated. All four signalized intersections will have new signal modules and technology to manage flow in a coordinated pattern.  

Q: I hear that emergency vehicles won’t be able to make it through the new design. 

A: In the initial planning and throughout the planning stages, the Fire/Rescue Department and Police Department reviewed the plans and whatever adjustments they thought were important were made. Both the Fire/Rescue Chief and the Police Chief fully support the approved design. Most of Northampton's roads are two lanes, and our plan adds a third center turning lane. This extra lane allows for smoother emergency vehicle passage, especially when cars comply with the Commonwealth's emergency vehicle and 'Move Over Laws.' The new three-lane design will actually be wider than existing lanes on Pleasant Street, Lower Main Street, and King Street up to Stop & Shop.

Q: Right now, during a snowstorm, the city piles the snow in the middle of the street. Where is the snow going to go in this new design? 

A: We recognize that snow management will change with the new layout. Unlike Northampton, most northern cities don't have wide enough streets to store snow in the middle. Our design team has studied how similar communities handle snow removal effectively. This includes Edmonton, Canada, St. Paul, MN, Madison, WI, Cambridge/Somerville/Greenfield, MA, and Burlington, VT. The DPW has been consulted on the change and is developing a plan for snow removal and storage.

Q: Northampton already has lots of vacant storefronts. I’m worried that already stressed businesses will have to close and I’ve heard many business owners downtown don’t support this.  

A: We're keenly aware that construction will present challenges for our downtown businesses and residents alike. The project, spread over three seasons, will have phases of intense activity followed by quieter periods. This cyclical nature offers both challenges and windows of opportunity. To navigate this, we're in close collaboration with the business community and Toole Design to strategize ways to mitigate the impact and maximize business benefits. Our city's economic development team is also actively brainstorming events, exhibits, and special programming to draw people downtown and support businesses during the construction phases.

Q2: I’ve heard that there are no plans for how to handle construction, and the city won’t say what the schedule will be or what the impact on businesses and traffic will be.  

A2: As stated from the beginning of this project and reiterated in the public hearing, it is critical to develop a construction phasing plan that minimizes impact on downtown businesses to the greatest extent feasible. Mayor Sciarra is actively working on strategies to mitigate the impacts of construction on businesses and every other downtown user. In fact, the top priority for everyone involved in this project is to discuss planning for the construction phase. We are eager to address this concern as soon as we reach the project stage where we have the necessary information, as scheduling cannot be determined until the construction plans are finalized.

Northampton recently completed its 25% submission to the MassDOT TIP program. From here, MassDOT works with our consultants on the details of the project, mapping out the finest details and measuring the inches between specific elements of the plan. In order to get here, Northampton had to provide detailed technical specifications and demonstrate that there had been significant public input to the process. MassDOT held the public hearing in Northampton in April 2023.

Toole Design is currently working on the 100% design plans that will meet the criteria for submission to MassDOT. Toole is working on a plan with business community feedback for phasing construction to minimize the impact on downtown businesses. We are also working with downtown stakeholders to develop plans, strategies, and communication tools to keep everyone informed and engaged during construction and to incentivize people to come downtown during that time. Please find more information about the construction mitigation working group POP (Pardon Our Progress) at the following link: https://northamptonma.gov/2559/POP-Pardon-Our-Progress

Q: Where can trucks unload if not in the middle? 

A: The plans for the redesign incorporate dedicated truck loading/unloading spaces on lower Main Street as well as four locations on upper Main Street. These are distributed between the north and south sides and the east and west ends of Main Street. Unloading at the curb is far safer for the drivers who will not be stepping into traffic to unload and for pedestrians, cyclists, and vehicles who will not have oncoming traffic obscured by the large trucks parked in the middle of the road.

Q: I hear this plan cuts down trees downtown - how is that a good idea?

A: The city’s Tree Warden and the Northampton Urban Forestry Commission fully support removing many of Main Street's existing trees, which are in varying states of health and some nearing the end of their life cycle, and planting a more extensive and healthier tree canopy. This is based on a thorough 2021 tree health assessment. The redesigned Main Street will feature a net increase of 36 trees compared to today. While 28 existing trees will be removed to create the necessary space, 62 new trees will be planted in their place. These new trees will be supported by a healthier planting medium designed to provide better soil, drainage, and root space. The current trees were often planted in insufficient space, compromising their health due to compacted root zones, inadequate growing medium, space, and drainage. These improvements aim to extend tree lifespan and prevent sidewalk damage. Tree planting isn't an afterthought; the design intentionally allocates space for healthy tree growth. It's worth noting that in the Picture Main Street survey, 80% of respondents ranked new trees and green infrastructure as their top priority.

Main Street Tree Map*  Urban Forestry Commission Statement 

*Map based on static extract of trees and their condition from a 2016 database that was used to provide the basis for the 2021 map.

Q: My customers are not just people who can walk and bike into town or only those who live within a four-mile radius. Even if I live within four miles, I still don’t want to have to bike or walk.

A: No one is suggesting that anyone must walk or bike downtown. If someone needs or wants to drive downtown, there is plenty of parking to accommodate them - see FAQ PARKING. This data point is meant to show that many of the city’s residents have walking or biking access to downtown and may opt to come downtown this way, particularly if the road is made safer. The redesign is planned to create a safe space for all who arrive by whatever chosen mode. Those who park and walk to various destinations need to have safe spaces like those who arrive by walking or biking.

Q: I’ve heard some people say that this redesign will make it harder for people with accessibility issues to navigate or park. Some say that accessible/handicapped spaces are being removed for the redesign.

A: We've heard questions and concerns about the project's impact on accessibility. It's crucial to set the record straight: improving accessibility is one of the core goals of the Picture Main Street redesign. Whether you're navigating public spaces or accessing private buildings, the new design aims to make life easier, especially for those facing mobility challenges or age-related issues.

Main Street currently faces multiple accessibility challenges—narrow and uneven sidewalks, as well as curb ramps and signals that fail to meet national accessibility standards. These issues restrict the mobility and independence of residents and visitors alike. The new design aims to fix this by shortening crosswalks, dedicating separate lanes for different modes of transportation, ensuring at least five feet of clear sidewalk space, and increasing the number of accessible parking spots. There will be two more accessible parking spaces than what we have now, many of which will be angled for those who find that to be easier access.

Our partner, Toole Design, has incorporated numerous public comments into their plans. Supported by current engineering best practices, their design includes several key changes that will improve both mobility and access on Main Street.

Specific ways the Picture Main Street project improves access:

1. The plan narrows traffic lanes and shrinks the curb-to-curb distance, making it easier and quicker to cross the street. The narrowing varies between 10 and 20 feet depending on the section.
2. Curb extensions at all nine Main Street crosswalks and intersecting side streets will reduce pedestrian exposure to traffic. For example, the rainbow crosswalk will go from 90' to 41', and the City Hall crosswalk from 65' to 31'.
3. Wider sidewalks will accommodate side-by-side walking and make it easier for wheelchairs and strollers to pass without obstruction from street furniture like light poles or trash bins.
4. A designated "furnishing zone" will house benches, trash bins, and other amenities, allowing people to rest or eat without blocking the walkway.
5. Traffic lights will feature a "leading pedestrian phase," giving pedestrians a head start before cars move. This is especially beneficial for wheelchair users who may be less visible to drivers.
6. Changes in the curb line, particularly on the south side of Main Street, will shift crosswalks to more level ground, meeting ADA slope requirements and improving safety at tricky intersections like Crafts Avenue and Old South Street.
7. Relocating crosswalks at Main/State/New South and West/Elm/Main will offer safer, shorter distances—40' instead of 62'.
8. New gravel bases and landscaping belts will support level sidewalks less prone to heaving, reducing tripping hazards.
9. Where possible, sidewalk grades will align with business entrances to improve wheelchair accessibility. Notable opportunities exist at the corner of Center and Main.
10. Besides the recently added accessible parking, we'll add two more spaces, offering both angled and parallel options based on user feedback.

Q: We shouldn’t be wasting city money on changes that aren’t needed. 

A: The latest Transportation Improvement Program cost estimate for this project is approximately $29M based on MassDOT 2024 construction quantities tabulation. This includes contingencies, traffic control, and police details for all aspects of the project. The Commonwealth of Massachusetts is picking up approximately 88% of this, with the remaining costs for non-participating water and sewer estimates coming from the City. Until this project is bid, costs are estimated based on anticipated values at the time bids will go out. Mayor Sciarra has recommended $3.15 million worth of American Rescue Plan Act funds to upgrade the city’s 100+ year-old water, sewer, and drainage infrastructure while construction is underway. That project is decades overdue, and we’ll never have a better opportunity. Without Picture Main Street/DOT covering street excavation, the city would be paying substantially more for the water and sewer upgrades as we would bear the full cost of excavation.

These things have to happen. There are laws and regulations about how they have to happen. The Picture Main Street project is the result of years of careful planning, community discussion, and compromise that drove a solution that will ensure our downtown continues to be a place where people want to live, work, and play in the future.

Q: Why is one person saying that the state has defunded the Main Street project by $16M and now the City will have to pay?

A: The Regional Transportation Improvement Program (TIP) is a five-year capital investment plan for transportation in the region, covering projects across 43 cities and towns in Hampden and Hampshire Counties. Because so many projects receive funding each year, it can be difficult to understand the impact of resource shifts without reviewing the entire plan.

Each year, the regional planning agency, based on recommendations from the Metropolitan Planning Organization (MPO), not the Commonwealth, evaluates funding for the upcoming year and the following four years. MPO allocates funds according to project schedules and timelines and often shifts resources within projects that span multiple years, such as Picture Main Street. This year, for example, funding for a project was moved from one construction year to a subsequent year. Such adjustments are common across the dozens of regional projects funded by the MPO.

Q: I hear that it’s not true that Main Street isn’t safe, or that it isn’t that bad. I hear that the accident data is cherry-picked and exaggerated to justify the project. There have to be safer ways to do this that are less costly and less drastic.

A: The safety data described in the 25% design public hearing was a snapshot of the detailed safety audit and analysis mandated by MassDOT to be presented in order to justify the project. That analysis is available here. MassDOT engineers evaluated the city’s design engineering analysis for 8+ months to ensure that the project met their standards.

Main Street is dangerous, which is why MassDOT has prioritized this project and is making such a significant investment in our city.

Q: There wasn’t enough public input on this project. The city wants to do what it wants to do and doesn’t want to hear what people think.

A: Picture Main Street has been shaped by extensive and meaningful public engagement. Between 2019 and 2023, the project team hosted numerous public forums, conducted community focus groups and surveys, observed how people use the shared streets (2020 and 2021), and collaborated closely with various city and community boards including Transportation, Planning, Tree, Bike/Ped, and Disability Commissions, as well as the City Council, Downtown Northampton Association, the Greater Northampton Chamber of Commerce, and other stakeholder engagement including a project advisory group. 

The project has been presented and discussed at many public meetings over the years, and community feedback has directly influenced changes to the design. One of Mayor Sciarra’s first actions as mayor was to revise the plan to preserve more angled parking in response to public input. 

This slide was part of MassDOT’s Public Hearing Presentation. Minutes and some recordings can be found at northamptonma.gov. This is not a comprehensive list of all public meetings, because many city committees, commissions, and boards had public, legally posted meetings about the project as well.

Q: Will the new design accommodate storm events to meet predicted future rainfall?

A: 

1. The project is designed to comply with the National Oceanic and Atmospheric Administration (NOAA) Atlas 14 precipitation data, accounting for rainfall events up to the 25-year storm, as required. This standard equates to an average of 6 inches of rainfall over a 24-hour period.
2. In addition, the design will reduce peak flows for the 50-year storm projections for both 2050 and 2070.
3. The design plan will reduce impervious surface by approximately 0.3 acre compared to existing conditions, roughly equivalent in size to the Unitarian Society parcel (including the building area) or the Spoleto parcel.
4. Rain gardens and porous pavement are being added to enhance stormwater management.
5. All existing stormwater pipes that are 6”, 8”, or 10” will be abandoned and replaced with 12”, 15”, 18”, or larger pipes to accommodate more intense, larger rainfall events.

Q: They’re going to eliminate the pedestrian-only signal at Main and King Streets - that’s my favorite!

A: The all-way simultaneous pedestrian signal has been said to be a different or charming feature of this intersection. However, this feature is not safe and does not meet safety standards for today's streets. This is because it creates long delays for both pedestrians, who have to wait full long signal cycles to cross, and for vehicles that have to wait a longer ped signal before the green. This extra length of time also affects all the other signals in the corridor.  

Because of these long delays, pedestrians are more likely to walk against the signal and risk harm. Similarly, vehicles are likely to speed through a red to avoid waiting for the cycle for green again. The safer solution designed for these intersections is called a “leading pedestrian interval” which allows pedestrians to cross with traffic, but they are provided the walk sign before the green vehicular signal. That puts them in the crosswalk ahead of vehicles in order to be visible.