Comment Letter – Page 42 – WalkMassachusetts

Beacon Street Multimodal Improvements and Streetscape Enhancement Comment Letter

By WalkMassachusetts | May 13, 2014

The Beacon Street project area extends from the bridge abutment at Oxford Street to Dickinson Street, a distance of approximately 1.1 miles. The project is intended to enhance pedestrian and bicycle movements with improved streetscape, wider sidewalks, a new cycle track/bicycle lanes, and new ADA compliant curb ramps. The project goal is to enhance the multimodal connectivity of the Beacon Street Corridor.

Read the full letter here:
WalkBoston-CommentENF-BeaconSt-Somerville

Comments on DCR Back Bay Fens Crosswalk Improvements

By WalkMassachusetts | May 12, 2014

March 12, 2014

Commissioner Jack Murray
Department of Conservation and Recreation
251 Causeway Street, Suite 600
Boston, MA 02114

Attn: Office of Public Outreach

Dear Commissioner Murray:

WalkBoston has reviewed the DCR’s Back Bay Fens Crosswalk Improvements presentation and attended the public meeting held earlier this month. We are very pleased that DCR will undertake improvements for pedestrian safety.

We offer several detailed comments on the intersection of the Fenway and Forsyth Way and the Fenway and the Fenway Service Road from Forsyth Way.

Comments on the options proposed for the intersection of the Fenway and Forsyth Way
• At this intersection, a raised crosswalk is by far the most attractive proposed improvement. Raised crosswalks never fail to slow traffic, and can be designed to have modest impacts on street drainage facilities. A raised crosswalk at this location would have the effect of slowing Fenway traffic through both of the Fenway intersections that
are to be improved.
• A clearly marked ‘stop’ line should be installed on the pavement far enough in advance of the crosswalk to allow motorists and pedestrians to see each other and pass safely through the crossing. This is very important to reduce the risk of a car in the right or left lane stopping for a pedestrian and a car in the adjacent lane continuing through the
crosswalk (the so called ‘double threat” situation).
• Warning signs alerting motorists that pedestrians and bicycles will be crossing should be added on either side of the roadway, together with arrows indicating the exact location of the crossings. The warning sign proposed for the median of the Fenway will also advise drivers of the precise location of the pedestrian crossing.
• In addition to the warning signs, we think the proposed pair of Rectangular Rapid Flash Beacons attached to the warning signs on each side of the road is appropriate. They are highly visible and not easily ignored. A Pedestrian Hybrid Beacon is another option to warn drivers of pedestrian street crossings, but, as it would partially bridge the street with several signal heads, it would be intrusive in the green expanses of the Fenway and no more effective than the Rectangular Rapid Flash Beacon.
• The new sidewalk that is proposed for the east side of the Fenway is important for pedestrian safety and should be included in all options.
• Tighter corner radii will help to slow turning vehicles as they exits the Fenway onto Forsyth Way. At a minimum, paint or bollards should be used to tighten the curve.

Possible significant change to the intersection of the Fenway and Forsyth Way
The design presented as Alternative 3 attempts to respond to the walking desire lines that exist at this intersection. However, the alignment of the crosswalk passing through the traffic island seems quite complex and unusually situated. We think it would be advisable to have a straighter alignment for this crosswalk, following the route pedestrians really want in heading for the bridge over the Muddy River inside the Fens.

A more far-reaching option for improving the crosswalk design would be to remove the short section of Forsyth Way that connects to the Fenway, and have cars making the Forsyth Way/Fenway connection use the Fenway Service Road. Closing this portion of Forsyth Way
retrieves both the traffic island and the street right-of-way as parkland, and greatly improves potential options for a crosswalk. This new parkland affords additional options to design a connection between the Fenway and the Southwest Corridor Park, as suggested by Professor Peter Furth. The short portion of Forsyth Way between the Fenway and the Fenway Service Road could become one-way away from the Fenway, and could both be narrowed and still include parking on both sides of the street. This modest change in the street system would add parkland, simplify pedestrian and vehicle travel and allow the creation of a safer “T” intersection.

Comments on the options proposed for the intersection of the Fenway and the Fenway Service Road
• For this intersection WalkBoston prefers Alternative 4, which includes two crosswalks on the Fenway. This alternative connects closely with the existing pedestrian paths on both sides of the Fenway and directly fits with observed pedestrian desire lines.
• A raised crosswalk at this location does not appear to be necessary if one is provided at the Forsyth Way intersection with the Fenway (which effectively slows traffic as it approaches the Fenway Service Road intersection).
• The intersection should be treated the same as the Forsyth Way intersection, with a ‘stop’ line to facilitate visibility of pedestrians, signs to warn drivers of the crossings on both sides of the intersection and in the median, and a pair of Rectangular Rapid Flash Beacons attached to the warning signs on either side of the road.
• The proposed new sidewalk along the Fenway and the bump-outs for pedestrians at the intersection are welcome and very significant improvements included in the proposal for the intersection.

Thank you for the opportunity to comment on the design options. Please feel free to contact WalkBoston with any questions and we would be happy to meet with you about our design suggestion.

Sincerely,

Robert Sloane
Senior Project Manager

CC:
Patrice Kish, DCR
Julie Crockford, Emerald Necklace Conservancy
Jessica Mortell, Toole Design

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Clipper City Rail Trail Comment Letter

By WalkMassachusetts | May 12, 2014

WalkBoston has reviewed the Environmental Notification Form for the Clipper City Rail Trail Phase II, which calls for a new multi-purpose trail on a 1.5 mile section of former rail property – the old City Branch line – in the eastern part of the city. Phase II will also extend along a significant portion of the Merrimack River waterfront in the city center. This new trail adds to the existing 1.1 mile rail trail (Phase I) which links the MBTA commuter rail station and Merrimack River not far from the center of the city. A later Phase III will join these two segments in the vicinity of the existing commuter rail station south of the city, but not along the Merrimack River.

Read the full letter here:
WalkBoston-CommentENF-ClipperCityRailTrail-Newbury

Comments on the Environmental Notification form for Bruce Freeman Rail Trail Phase 2A MEPA# 15196

By WalkMassachusetts | May 12, 2014

May 12, 2014

Richard K. Sullivan, Jr.
Executive Office of Energy and Environmental Affairs
Attn: Holly Johnson
100 Cambridge St., Suite 900
Boston MA 02114

RE: Comments on the Environmental Notification form for Bruce Freeman Rail Trail Phase 2A MEPA# 15196

Dear Secretary Sullivan:

WalkBoston has reviewed the Environmental Notification Form for the Bruce Freeman Rail Trail Phase 2A. The project will extend the existing rail trail 4.88 miles further than the existing trail that begins in Lowell. The new segment passes through Westford, Carlisle and Acton, with much of the project in the Town of Acton. It is encouraging to see this facility being extended into additional communities.

We are especially thankful that the proposed construction includes 2-foot wide shoulders on both sides of the 12-foot wide path, and that an adjacent 6-foot wide stone dust trail is a feature of the project. Both of these additions to the trail will add immeasurably to the use and enjoyment of the path by pedestrians and, in particular, by runners.

Rail trails are a growing success in Massachusetts. Concurrent with the growth in use, the paths have become somewhat overcrowded with conflicts between users, particularly between pedestrians and bicycles. Runners have too often not even been considered for a special facility in prior path designs.

The new 2-foot wide shoulders on both sides of the 12-foot wide path will provide space for pedestrians to step aside from other users of the path if they feel the need to let them pass (a possibility if bicycles are passing).

The 6-foot wide stone dust path that will be constructed alongside the rail trail is a very worthwhile addition to the facility. This, too, is a significant advancement for rail trail construction in Massachusetts. Runners will now have their own space, removed somewhat from walkers and totally separate from bicycles, rendering a path that is likely to be unobstructed by other users. The use of stone dust for this portion of the trail is also a distinct advancement beyond most other trails in the state. This material is softer and more resilient for use by runners, and helps in providing a more comfortable way to run, thereby enhancing the experience for runners who use it.

The new construction techniques incorporated into this trail set a standard that certainly bodes well for future construction of rail trails and other running/walking/biking facilities in the Commonwealth. We advocate for the issues of pedestrian safety and comfort in crowded rail trails, and have additionally been advocating for specific facilities for runners in each of the trail corridors for runners’ safety and comfort. These new standards of trail construction will lead to facilities that can accommodate additional users and help them be confident that their specific concerns are reflected and that a mix of users will feel comfortable and secure in using the trails.

Thank you for the opportunity to comment on this important project.

Sincerely,

Robert Sloane
Senior Planner

Comments on the Single Environmental Impact Statement for the Silver Line Gateway Proposal – MEPA# 15124

By WalkMassachusetts | May 9, 2014

May 9, 2014

Richard K. Sullivan, Jr.
Executive Office of Energy and Environmental Affairs
Attn: Rick Bourre’
100 Cambridge St., Suite 900
Boston MA 02114

RE: Comments on the Single Environmental Impact Statement for the Silver Line Gateway Proposal – MEPA# 15124

Dear Secretary Sullivan:

WalkBoston has reviewed the Single Environmental Impact Statement for the Silver Line Gateway Bus Rapid Transit proposal. The new MBTA service, which will run on a separate right-of-way between Everett Avenue and Eastern Avenue with connections through East Boston, will provide access between Chelsea and South Station and the Seaport District of Boston.

The proposal includes very positive improvements for the City of Chelsea, with significantly improved transit connections to downtown and the airport. Stations are pleasantly and attractively designed, with raised platform floors that align with the floors of the Silver Line Gateway buses, thus providing easily accessible service. Landscaping is to be added along the shared use path and the BRT where feasible, improving the route as a pleasant walking facility. The MBTA has planned for off-bus fare collection to speed the boarding of buses and reduce fare collection procedures on-board each bus.

Overall, the proposal is a very positive addition to the MBTA network of high-capacity services. However, some questions need to be addressed based on our review of the current plan:

1. The discontinuity of the shared use path may affect good pedestrian access to each of the stations. The proposed shared use path parallels the route of the BRT buses between Eastern Avenue up to Broadway. West of Broadway, there are some parallel sidewalks, but the path itself is not continuous. It would be useful for the MBTA and the City to consider longer-range goals for the planned walkway and not preclude future extensions to the walking route. For instance, the walkway might be extended from Arlington Street to Everett Avenue. Such a continuation of the path would provide direct access by foot to the commuter rail station at Everett Avenue. A continuation of the path would also afford some recreational uses of the path by both pedestrians and bicyclists.

2. At the Everett Avenue terminus of the BRT, pedestrian connections are provided to both the BRT terminal station and the new commuter rail station. However, there are presently no nearby crosswalks to help pedestrians cross Everett Avenue near the turnaround loop of the BRT. The proposed narrowing of Everett Avenue at this location would be a good location for a crosswalk. Otherwise, the nearest crosswalks appear at Spruce Street – 400 feet to the south, and Carter Street – 400 feet to the north. These distances are excessive for most pedestrians. An Everett Avenue crosswalk at the entrance to the BRT and commuter rail stations would be appropriate and useful, and should include a pedestrian phase of the proposed traffic signal at this location.

3. A similar crosswalk protected by a proposed signal would be appropriate at the crossing of the rail line and the BRT on Spruce Street. A pedestrian phase should be added to this signal.

4. At the Arlington/6th Street crossing, which is called the Downtown Chelsea station, the proposal calls for narrowing streets and instituting a one-way pattern on two of those streets going away from the rail tracks and the BRT route. The narrower streets will make pedestrian crossings safer. The proposed traffic signal should include a pedestrian phase to assure safe crossings to get to the station.

5. Figure 2.2-13, which details the Arlington/6th Street crossing, shows a concrete sidewalk on the south side of the BRT station platform. Figure 2.2-14 indicates that the sidewalk reaches the Washington Street Station, which is about 150 feet away. Completing this connection would be useful for full pedestrian access through the corridor, and should include wayfinding signs to help pedestrians reach the station.

6. Lighting the way for pedestrians is important. Many riders will be using the BRT service after dark, particularly in the winter. If the walking route is not well lit riders may be discouraged from using the stations because of safety concerns, especially for people traveling alone during the times of day when there may be few other people nearby.

Thank you for the opportunity to comment on this proposal. Please feel free to contact us with questions you may have.

Sincerely,

Robert Sloane
Senior Planner

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