Author: WalkMassachusetts

Comments on the ENF for “The Point”

Comments on the ENF for “The Point”

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March 16, 2015

Secretary Matthew A. Beaton
Executive Office of Energy and Environmental Affairs
Attn: Deirdre Buckley, Director, MEPA Office
100 Cambridge Street, Suite 900
Boston, MA 02114

RE: Environmental Notification Form
The Point, Boston

Dear Secretary Beaton and Director Buckley:

WalkBoston has reviewed the ENF for the license of DCR right-of-way to the developer of The Point for streetscape improvements. We applaud the effort by both public and private entities to improve the pedestrian environment and traffic safety in this rapidly developing area and want to ensure that development occurs in accordance with the city’s 2013 Complete Streets Guidelines. Our comments focus on the pedestrian environment and the need to integrate the project into its surroundings.

  1. We support replacing the current pedestrian island and free-flowing right turn lane with a landscaped plaza. Eliminating free flowing right turns will improve pedestrian safety and comfort. However, right turn traffic from Boylston St onto Brookline must be handled very carefully, with appropriate signage reminding drivers of their obligation to yield to pedestrians when turning, and as the intersection will remain large and complex, accommodations for visually impaired pedestrians including audible beacons to assist with orientation are crucial. The end of the plaza must have adequate space for a large number of pedestrians to wait for a walk signal, and signals should be timed to minimize queuing, particularly in conjunction with Fenway Park events.
  2. The removal of existing sidewalk parking (on both DCR and private property) along Boylston St to create a connected and well-maintained sidewalk will provide substantial benefits.
  3. The potential improvements that this project can bring to the area are substantial.The proposed development should follow City of Boston guidelines for the creation of wide sidewalks (as recommended in the Fenway-Longwood-Kenmore Transportation and Pedestrian Safety Action Plan). The new sidewalks are part of a long-range plan to change the overall design of buildings along Boylston Street and to provide a standard street wall of setbacks on the Boylston Street and Brookline Avenue frontages. The plan calls for wide sidewalks to alleviate the significant pedestrian congestion that results from games and other events at nearby Fenway Park, which is one-half block away.

The Proposed Conditions figure in the ENF shows a sidewalk surface that is only 5’ wide. This is not sufficient for the existing volume of traffic, much less for the increased foot traffic that is anticipated with the ongoing redevelopment of the area including The Point. The Boston Complete Streets Guidelines call for a preferred sidewalk width of at least 18’6” in a “downtown mixed use” zone, including at least a 10’ wide pedestrian zone. Every effort should be made to maximize usable sidewalk width to accommodate the anticipated volume of pedestrian traffic as well as meeting the needs of pedestrians with disabilities.

Thank you for the opportunity to provide comments on this aspect of this important project. We regret having missed the notification of the recently approved Notice of Project Change, but do feel that concerns with sidewalk width and traffic flow as it impacts pedestrians can still be addressed within the context of this license. Please feel free to contact WalkBoston with questions you may have.

Sincerely,

Wendy Landman
Executive Director

Heather Strassberger, AICP
Project Manager

Comments on Copley Place Expansion, Boston, MA

Comments on Copley Place Expansion, Boston, MA

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March 5, 2015
Attn: Christopher Tracy, BRA

RE: Comments on Copley Place Expansion, Boston, MA

WalkBoston submits the following comments on the Copley Place Expansion project design, with a focus on the pedestrians and community design aspects. The expansion to Copley Place will have significant impacts on future pedestrian activity in the project area, which attracts many pedestrians because of numerous hotels, Back Bay Station, Copley Square, the Farmer’s Market, the Public Library, etc. Now is the time and opportunity to make it more pleasant and safer for them. The pedestrian aspects of the site will play an extremely important role in the way the project meshes with its surroundings and with all modes of traffic.

We submit our comments despite the lack of community opportunity to see the plans ahead of time or to have adequate opportunity for input. It might be very useful for community groups to have another opportunity to view the plans.

Intersection of Dartmouth and Stuart Streets
With appropriate signal timing, the changes proposed for this intersection will make it much easier, more direct and safer for pedestrians to cross. It is essential that the WALK – Don’t WALK signals at this intersection be timed for concurrent walk, as they are currently. With these changes, there will no longer be frustrating waits for pedestrians on medians, as the crossings are direct and narrower. As we understand this particular design, it was first proposed and tested in 1995 and found to work well for both traffic and pedestrians. We trust that its basic elements are included in the present plan.

The Southwest Corridor Park
Our understanding is that the plan presented for the street level pedestrian crossing of Dartmouth Street, at the end of the Southwest Corridor Park, is essentially unchanged from the original design. The present excellent signal timing appears to efficiently handle traffic from all modes. This signal timing should be retained and the crossing widened.

The proponent should respect the history of the Southwest Corridor Park in the improvements that are proposed. One approach would be the inclusion near the entrance to the walkways of an 8’x4’ enamel plaque such as the one at Roxbury Crossing, giving the history of the Southwest Corridor project and sites of interest in the vicinity of Copley Place.

Sidewalk along Dartmouth Street at Copley Place
In the vicinity of this project, no sidewalk should be less than 12 feet wide, unobstructed. The best example is the sidewalk that now exists along the façade of Neiman Marcus. Since it is adjacent to the sidewalk, the proposed “winter garden” should supplement pedestrian movements at the edge of the site and be genuinely public, open 24 hours, guaranteed by a legal commitment with consequences for violations.

There should continue to be outside seating, preferably using the same benches, positioned 2 for conversation. The current gradually ramped approach from Dartmouth into the building should be retained and not replaced by steps.

Mass Turnpike exit ramp
WalkBoston requests that the exit from this ramp provide warnings or restrictions so that Turnpike drivers are slowed as they come into this urban area with many pedestrians. These might include painting lanes so that only one lane of cars will exit, adding rumble strips across the roadway or blinking signs inside the tunnel warning Turnpike drivers of their upcoming exit into a busy pedestrian area. The 25 mph warning signs installed some 15 years ago are not emphatic enough to slow cars.

Loop turn for vehicles at the end of the Westin Hotel
WalkBoston supports the narrowing of the loop turn from Huntington to Stuart at the end of the Westin. This improvement results in the elimination of the left turn lane on Huntington and the expansion of the island. It should be designed to be a pleasant park-like area with signs minimized or relocated.

Exeter/Stuart/Huntington/Marriott garage area
As we have previously commented, much more work is needed on the Exeter/Stuart/Huntington/Marriott garage area— implementation of better signal timing, narrowing roadway widths and shortening pedestrian crossings. The blocks of Huntington/Stuart from Mass Ave to Clarendon were widened in the 1960s auto era, and are now too wide open for this dense urban area. Their width and layout encourage traffic to speed and endanger pedestrians. This project should make the cross-section of the street narrower as has been done outbound on Huntington Avenue at Mass. Ave. and on inbound Stuart Street at Clarendon Street.

Harcourt/Huntington/Ring Road intersection
The Harcourt/Huntington/Ring Road intersection should be reshaped and re-signaled, especially since increased volumes of traffic will be using Harcourt Street for access to the proponent’s garage.

Sidewalk and crosswalk materials
All materials used for sidewalks and crosswalks should adhere to standards that have been established under ADA. All sidewalks should be constructed of concrete, using bricks, if desired, only for decoration because of the walking difficulties and hazards they create. Crosswalks in particular should be marked by striping, not pavers, on the roadway pavement. Pavers are hazardous for the disability community, parents with strollers, women with high heels and the elderly.

We urge the City to address these concerns by insisting that the developer show good faith in solving the issues raised by residents of neighboring area. Please feel free to contact us with questions you may have.

Sincerely,

Robert Sloane               Ann Hershfang
Senior Planner              Board Member, South End Resident

Comment Letter: Improving parkways in Emerald Necklace

Comment Letter: Improving parkways in Emerald Necklace

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March 2, 2015

Department of Conservation and Recreation
Office of Public Outreach
251 Causeway Street, Suite 600
Boston, MA 02114

Re: Improving parkways in the Emerald Necklace

Dear Commissioner Murray:

WalkBoston thanks you for launching the public process to improve safety and connections for people walking, bicycling and driving the section of the Emerald Necklace parkways between Jamaica Pond and the future Casey Arborway (under construction). As well as creating new, separated paths for pedestrians and cyclists, proposed improvements include replacing Murray and Kelley Circles with new, safer “roundabouts.”

We understand that your office was initially responding to concerns of the bicycling community. However, your staff and consultants, Toole Design Group, quickly saw that the challenges facing cyclists and pedestrians in this area cannot be fixed without also solving the existing problems of confusing and dangerous vehicle circulation and chronic speeding. So, the scope and objectives were expanded to all users.

WalkBoston is happy to support this comprehensive package of improvements. The safety of people who are walking or bicycling is absolutely dependent on changing the traffic circles. We feel that the proposed plan would both provide good vehicle access and accomplish the following benefits for walkers:
Improve connections between Jamaica Pond and the Arnold Arboretum for all park visitors, whether on foot or on bike
Improve safety and reduce the number of accidents, injuries and deaths Improve quality of life for local residents
Make the movements through the roundabouts clear and understandable and prevent speeding

All of us are aware that the Arborway is unsafe. Between 2008 and 2012 alone there were 135 crashes on the Arborway, with more than 20 injuries. Murray Circle is especially dangerous because of high vehicle speeds and lack of clarity for drivers. Cars frequently jockey for openings and exits. No one wants to walk or bicycle across the roads that feed into Murray Circle!

Proposals
The process that DCR used to develop a set of “starter ideas” included both a public meeting and several meetings with local elected officials and pedestrian and bicycle advocates. The ideas presented by Toole Design at a public meeting on February 5 are impressive and promising.

  • Separate pedestrian sidewalks and bike paths would be provided in the area
  • The “circles” would be rebuilt as smaller, modern roundabouts that
    o    clarify vehicular movements
    o    make it difficult to exceed the “design speed” of 15‐20 mph
    o    provide multiple safe crosswalks (for people traveling in all directions)
  • Provide raised crosswalks to improve pedestrian visibility and slow traffic
  • Preserve the historic roads between today’s traffic circles including the allées of oak trees
  • Reduce the number of traffic signals that interrupt vehicle flow (reduced from 5 to 1)

What is strikingly innovative about the current “starter ideas” is the concept of replacing the enormous Murray Circle two smaller roundabouts, side by side, to sort and channel traffic clearly and efficiently – while providing multiple crossings for bikes and pedestrians.

In addition the plan provides local residents on both sides of the Arborway with multiple ways to access their homes, while using the outer roadways for local access only, making them safer for all users.

Naturally, a lot of details need to be worked out in the next phase of design (e.g. How will blind persons navigate the roundabouts? How will snow removal be handled?), but the big ideas are solid. Your agency’s intention is to make this area more livable for residents and park visitors alike while continuing to accommodate vehicles.

Sincerely,
Wendy Landman
Executive Director

Comments on Arborway Walking and Bicycling Improvements

Comments on Arborway Walking and Bicycling Improvements

By |

March 2, 2015

Department of Conservation and Recreation
Office of Public Outreach
251 Causeway Street, Suite 600
Boston, MA 02114

Re: Improving parkways in the Emerald Necklace

Dear Commissioner Murray:

WalkBoston thanks you for launching the public process to improve safety and connections for people walking, bicycling and driving the section of the Emerald Necklace parkways between Jamaica Pond and the future Casey Arborway (under construction). As well as creating new, separated paths for pedestrians and cyclists, proposed improvements include replacing Murray and Kelley Circles with new, safer “roundabouts.”

We understand that your office was initially responding to concerns of the bicycling community. However, your staff and consultants, Toole Design Group, quickly saw that the challenges facing cyclists and pedestrians in this area cannot be fixed without also solving the existing problems of confusing and dangerous vehicle circulation and chronic speeding. So, the scope and objectives were expanded to all users.

WalkBoston is happy to support this comprehensive package of improvements. The safety of people who are walking or bicycling is absolutely dependent on changing the traffic circles. We feel that the proposed plan would both provide good vehicle access and accomplish the following benefits for walkers:

Improve connections between Jamaica Pond and the Arnold Arboretum for all park visitors, whether on foot or on bike.

Improve safety and reduce the number of accidents, injuries and deaths.

Improve quality of life for local residents.

Make the movements through the roundabouts clear and understandable and prevent speeding.

All of us are aware that the Arborway is unsafe. Between 2008 and 2012 alone there were 135 crashes on the Arborway, with more than 20 injuries. Murray Circle is especially dangerous because of high vehicle speeds and lack of clarity for drivers. Cars frequently jockey for openings and exits. No one wants to walk or bicycle across the roads that feed into Murray Circle!

Proposals

The process that DCR used to develop a set of “starter ideas” included both a public meeting and several meetings with local elected officials and pedestrian and bicycle advocates. The ideas presented by Toole Design at a public meeting on February 5 are impressive and promising.

• Separate pedestrian sidewalks and bike paths would be provided in the area

• The “circles” would be rebuilt as smaller, modern roundabouts that

o clarify vehicular movements

o make it difficult to exceed the “design speed” of 15‐20 mph

o provide multiple safe crosswalks (for people traveling in all directions)

• Provide raised crosswalks to improve pedestrian visibility and slow traffic

• Preserve the historic roads between today’s traffic circles including the allées of oak trees

• Reduce the number of traffic signals that interrupt vehicle flow (reduced from 5 to 1)

What is strikingly innovative about the current “starter ideas” is the concept of replacing the enormous Murray Circle two smaller roundabouts, side by side, to sort and channel traffic clearly and efficiently – while providing multiple crossings for bikes and pedestrians.

In addition the plan provides local residents on both sides of the Arborway with multiple ways to access their homes, while using the outer roadways for local access only, making them safer for all users.

Naturally, a lot of details need to be worked out in the next phase of design (e.g. How will blind persons navigate the roundabouts? How will snow removal be handled?), but the big ideas are solid. Your agency’s intention is to make this area more livable for residents and park visitors alike while continuing to accommodate vehicles.

Sincerely,

Wendy Landman
Executive Director

Comment on 2024 Olympic Games

Comment on 2024 Olympic Games

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January 26, 2015

A Walkable Olympics

Boston 2024 has declared their intention to plan the most walkable Olympics in history. This is good news: a truly walkable Olympics will be more fun, manageable and sustainable for residents, visitors, and athletes. Done right, the long term benefits of Olympic‐related improvements for walking will make Massachusetts residents healthier, local stores and Main Streets livelier, our communities greener and our streets more accessible for all.

Neither Massachusetts nor Boston has ever had a grand scheme for investing in and improving walking. Creating the bid for the Olympics presents us with that opportunity. That’s why, as we start an intensive and accelerated discussion of just how the Olympics should be designed, operated and paid for, it is crucial to step back and consider how the Games can have a lasting positive impact on walking and transportation in Boston and beyond – in downtowns and neighborhoods serving all Massachusetts residents.

Let’s really plan and spend wisely on walking – from creating interconnecting paths and greenways across the city; to making new smartly‐designed walking connections to rail, subway and bus stops; to improving the nitty gritty details that make it safer and easier for everyone to cross every street. From Dorchester to Allston, from Lowell to Fall River, and from Springfield to East Boston, let’s add great sidewalks and paths to connect new sports, transit, and housing venues to neighborhoods. Let’s make sure that all our traffic signals are timed correctly for walkers, and that traffic on city streets moves at a pace that works for pedestrians.

We need to consider what will happen well before the Olympic flame is lit, and long after the last Olympic Marathon competitor crosses the finish line on Charles Street. Let’s start the conversation right away and create an Olympics Walking Advisory Group to provide an independent and focused voice for ensuring that the Games and their legacy are truly walkable.

Massachusetts is already one of the nation’s leaders in pedestrian safety, and has among the highest number of people who walk for at least some of their daily needs. Let’s seize the Olympic moment and create walking connections that will move the hordes of Olympic visitors for two weeks ‐‐ and Massachusetts residents and visitors for decades to come.