Tag: bus stop

Springfield – Liberty Heights Walk Assessment

Springfield – Liberty Heights Walk Assessment

On September 26, 2017, WalkBoston conducted a walk assessment in the Liberty Heights neighborhood of Springfield, with support from the Massachusetts Executive Office of Public Safety and Security (EOPSS) Pedestrian Safety Planning Initiative for High-Fatality Communities. The goal of the walk assessment was to recommend improvements to the local built environment that improve pedestrian safety.

Read the full report here:
WalkBoston-LibertyHeightsWalkAssessmentEOPSS-Springfield

South End Neighborhood Evening Walk Assessment Springfield

South End Neighborhood Evening Walk Assessment Springfield

Springfield’s South End neighborhood residents, business owners and other stakeholders have been working to improve safety and to increase investment in the South End for many years. Organizations, such as the Urban Land Institute, and federal programs such as Choice Neighborhoods and the Byrne Criminal Justice Innovation Program (BCJI), have funded efforts to engage community members, work with police, and improve the built environment.

Read the full report here:
WalkBoston-SouthEndEveningWalkAssessment-Springfield

MGM Springfield Draft Environmental Impact Report EEA #15033

MGM Springfield Draft Environmental Impact Report EEA #15033

January 31, 2014

Secretary Richard K. Sullivan, Jr.
Executive Office of Energy and Environmental Affairs (EEA)
100 Cambridge Street, Suite 900
Boston MA 02114

Dear Secretary Sullivan:

WalkBoston has reviewed the Draft Environmental Impact Report for the MGM Springfield proposal and offers the comments below.

Within the DEIR, there are some changes in the dimensions of the plan. The proposal now includes a somewhat smaller, 501,108 square feet casino resort that includes retail/restaurant uses and banquet facilities in addition to gaming space. Adjacent to the casino will be a somewhat smaller 250-­‐room hotel, 54 residential units, and an expanded, 159,397 SF retail and entertainment center to be known as Armory Square. A somewhat smaller, 3,740 space on-­‐site multi-­‐level parking garage will be provided. In most cases, these alterations to the plan do not appear to affect volumes or paths for walkers. 

The ENF Certificate provided by Secretary Sullivan called out additional analysis to be included in the DEIR, and specified that the proponent was to meet with WalkBoston about our comments on the ENF. The Secretary’s Certificate included this language:

“I strongly encourage the proponent to consult with WalkBoston during the preparation of the DEIR to identify opportunities to enhance the development of pedestrian access to and within the site as well as incorporation of safe pedestrian access for off-­‐site roadway improvements.”

The proponent did meet with us to discuss the project, and were very forthcoming about the pedestrian components of the project. In our discussion we covered many of the ideas that now appear in the DEIR and have solidified the commitment to serving walkers in the project plans and designs.

Secretary Sullivan’s Certificate on the ENF mentioned some specific aspects to be explored further in the DEIR. These are important and form the basis of our comments on the DEIR:

1. Existing and proposed traffic signals.
2. Consistency with a Complete Streets design approach.
3. Existing and proposed connections for pedestrians.
4. A commitment to making improvements to increase the use of walking routes.

1. Existing and proposed traffic signals.
We are pleased to note that the DEIR calls for updating pedestrian signal equipment at the study area intersections around the site.

We note that two mid-­‐block crossings with refuge islands and flasher assemblies are proposed – one on State Street and the other on Union Street -­‐ both roughly half way between Main Street and East Columbus Avenue and located at the exterior of the proponent’s site.

Another mid-­‐block crossing is noted in the DEIR that allows for a mid-­‐block crossing to reach a bus stop. This crossing is located on Main Street at Howard Street, and represents a response to one of WalkBoston’s recurring concerns -­‐ that transit riders should not be required to walk to corner locations to reach a bus stop if the stop is mid-­‐block. Instead, crosswalks should be added to provide safe and convenient walking routes for transit users.

We encourage the efforts of the proponent to provide a diagonal pedestrian crossing at the intersection of Main and State Streets, where a direct connection to the Mass Mutual Convention Center may be of significant use. We hope that the City of Springfield will work with the proponent to establish this crossing.

The proponent vows to upgrade pedestrian push buttons to MUTCD standards at all locations where new signals will be installed as part of this project or the mitigation efforts that result from the construction of the project. Upgrades of pedestrian push buttons are very welcome as are any other forms of enhancements for pedestrians crossing streets on the perimeter of the project. 

2. Consistency with a Complete Streets design approach.
The proponent has been mindful of the design of streets on the perimeter of the project. In particular, the width of sidewalks has been discussed and the design now provides positive benefits to walkers.

For example, sidewalks on Main Street, according to several of the maps, vary in width from 10.5’ to 18.’ On the widest sidewalks, there is the promise of added pedestrian amenities, such as benches, pedestrian level lighting landscaping and other streetscape improvements. The designs of the narrowest sidewalks should be carefully considered to provide a clear walk zone of at least 5 feet, with no obstructions, such as trees or benches, intruding on that width.

We note that the pedestrian network evaluation preceding design has led to proposed improvements to sidewalk pavement conditions, sidewalk widths, crosswalks, and compliance with current accessibility standards.

One of the requirements of a complete streets approach to street design is adequate provision for buses, bus stops and transit riders. In central Springfield, including Main Street along the east boundary of the site, heavy bus traffic (including four major PVTA bus routes) serves downtown employers and merchants and ordinarily occupies a lane that can be shared with bicycles, but should otherwise be retained for exclusive use by buses.

In addition to the PVTA bus routes, a proposed downtown trolley line will connect the casino site to rail and bus service in the vicinity of Union Station, about ½ mile north of this site. The trolley line makes the connection efficiently, and will encourage transit use by casino employees and patrons.

3. Existing and proposed connections for pedestrians.
The proposal includes several connections for pedestrians into the large complex, particularly along Main Street. The proponent has made progress is the design of the proposed Armory Plaza at the south edge of the casino building by providing a car-­‐free area that combines the open space surrounding the old, restored Armory building with the relatively small but useful open space of DaVinci Park. The use of the Plaza may be combined with the uses in the adjacent Armory Marketplace building and may host civic events and a farmers’ market.

A new pedestrian attraction is the provision of a landscaped plaza atop the casino building. This plaza is completely removed from vehicular traffic and provides a quiet space where people may walk or sit.

A pedestrian connection already exists between the site and the Connecticut River pedestrian and bicycle trail. An existing at-­‐grade crossing at the foot of State Street allows pedestrians to move between the proponent’s site and the trail. It is anticipated that this connection will be used as a way to get from the site to the nearest open space. Lighting under I-­‐91 at State Street will help open the area to pedestrians by making it more legible and safe.

A similar pedestrian connection exists at Union Street, where the walkway link that passes under I-­‐91 allow pedestrians to reach the Naismith Basketball Hall of Fame. The distance is relatively short and is eminently walkable. The connection will be improved by the proposed lighting to be placed under I-­‐91.

4. A commitment to making improvements to increase the use of walking routes.
The proponent’s site is central to the Springfield urban area and will become an integral part of downtown as it is developed. Within the site, there are many places to walk that may require little effort to get patrons to explore. Each entrance/exit to the site should have wayfinding signs to assist walkers and encourage them to walk to destinations within and outside the entertainment complex. The signs should indicate where to find locations such as the center of the casino, the hotel, the outdoor plaza, shops and theatres on the south side of the site, Former Armory, Armory Square Marketplace, the rooftop landscaped plaza, and the main entrances to the parking garage.

Outside the casino complex, there are many attractions in downtown Springfield, and wayfinding signs that guide walkers should include: the Mass Mutual Convention Center, Union Station/Main Bus Depot, Dr. Seuss Sculpture Garden, Springfield Museums, the Civic Center, Springfield Armory, and nearby parks.

Signs should also indicate how to find the riverside attractions including views of the river and the Connecticut River Pedestrian and Bicycle Trail and the Naismith Basketball Hall of Fame.

Wayfinding signs should include walking times to reach destinations. Pedestrians do not think in terms of miles, and minutes required to take a walk are much more effective in conveying the effort that might be involved. Walkers may think little of having to walk ten minutes, but recoil at the prospect of walking ½ mile, even though the distances are the same.

Specific wayfinding signs that should include walking information as well as vehicle and bicycle information are:
• Signs along West Columbus Avenue on the river-­‐facing side of the site,
• Signs on Union Street at the edge of the project, and
• Signs along the East Columbus Avenue side of the site.

Wayfinding can be enhanced with local walking maps that help people find their way around the site and its environs.

We appreciate your consideration of our comments and look forward to your responses to them.

Please feel free to contact WalkBoston with questions you may have.

Sincerely,

Robert Sloane
Senior Project Manager 

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Comments on the MGM Springfield DEIR

Comments on the MGM Springfield DEIR

January 31, 2014

Secretary Richard K. Sullivan, Jr.
Executive Office of Energy and Environmental Affairs (EEA)
100 Cambridge Street, Suite 900
Boston MA 02114

RE: Comments on the MGM Springfield Draft Environmental Impact Report
EEA #15033

Dear Secretary Sullivan:

WalkBoston has reviewed the Draft Environmental Impact Report for the MGM Springfield proposal and offers the comments below.

Within the DEIR, there are some changes in the dimensions of the plan. The proposal now includes a somewhat smaller, 501,108 square feet casino resort that includes retail/restaurant uses and banquet facilities in addition to gaming space. Adjacent to the casino will be a somewhat smaller 250­‐room hotel, 54 residential units, and an expanded, 159,397 SF retail and entertainment center to be known as Armory Square. A somewhat smaller, 3,740 space on-­site multi-­level parking garage will be provided. In most cases, these alterations to the plan do not appear to affect volumes or paths for walkers.

The ENF Certificate provided by Secretary Sullivan called out additional analysis to be included in the DEIR, and specified that the proponent was to meet with WalkBoston about our comments on the ENF. The Secretary’s Certificate included this language:

“I strongly encourage the proponent to consult with WalkBoston during the preparation of the DEIR to identify opportunities to enhance the development of pedestrian access to and within the site as well as incorporation of safe pedestrian access for off-­site roadway improvements.”

The proponent did meet with us to discuss the project, and were very forthcoming about the pedestrian components of the project. In our discussion we covered many of the ideas that now appear in the DEIR and have solidified the commitment to serving walkers in the project plans and designs.

Secretary Sullivan’s Certificate on the ENF mentioned some specific aspects to be explored further in the DEIR. These are important and form the basis of our comments on the DEIR:
1. Existing and proposed traffic signals.
2. Consistency with a Complete Streets design approach.
3. Existing and proposed connections for pedestrians.
4. A commitment to making improvements to increase the use of walking routes.

1. Existing and proposed traffic signals.
We are pleased to note that the DEIR calls for updating pedestrian signal equipment at the study area intersections around the site.

We note that two mid-­‐block crossings with refuge islands and flasher assemblies are proposed – one on State Street and the other on Union Street ‐ both roughly half way between Main Street and East Columbus Avenue and located at the exterior of the proponent’s site.

Another mid-­block crossing is noted in the DEIR that allows for a mid-­block crossing to reach a bus stop. This crossing is located on Main Street at Howard Street, and represents a response to one of WalkBoston’s recurring concerns ‐ that transit riders should not be required to walk to corner locations to reach a bus stop if the stop is mid-­block. Instead, crosswalks should be added to provide safe and convenient walking routes for transit users.

We encourage the efforts of the proponent to provide a diagonal pedestrian crossing at the intersection of Main and State Streets, where a direct connection to the Mass Mutual Convention Center may be of significant use. We hope that the City of Springfield will work with the proponent to establish this crossing.

The proponent vows to upgrade pedestrian push buttons to MUTCD standards at all locations where new signals will be installed as part of this project or the mitigation efforts that result from the construction of the project. Upgrades of pedestrian push buttons are very welcome as are any other forms of enhancements for pedestrians crossing streets on the perimeter of the project.

2. Consistency with a Complete Streets design approach.
The proponent has been mindful of the design of streets on the perimeter of the project. In particular, the width of sidewalks has been discussed and the design now provides positive benefits to walkers.

For example, sidewalks on Main Street, according to several of the maps, vary in width from 10.5’ to 18.’ On the widest sidewalks, there is the promise of added pedestrian amenities, such as benches, pedestrian level lighting landscaping and other streetscape improvements. The designs of the narrowest sidewalks should be carefully considered to provide a clear walk zone of at least 5 feet, with no obstructions, such as trees or benches, intruding on that width.

We note that the pedestrian network evaluation preceding design has led to proposed improvements to sidewalk pavement conditions, sidewalk widths, crosswalks, and compliance with current accessibility standards.

One of the requirements of a complete streets approach to street design is adequate provision for buses, bus stops and transit riders. In central Springfield, including Main Street along the east boundary of the site, heavy bus traffic (including four major PVTA bus routes) serves downtown employers and merchants and ordinarily occupies a lane that can be shared with bicycles, but should otherwise be retained for exclusive use by buses.

In addition to the PVTA bus routes, a proposed downtown trolley line will connect the casino site to rail and bus service in the vicinity of Union Station, about ½ mile north of this site. The trolley line makes the connection efficiently, and will encourage transit use by casino employees and patrons.

3. Existing and proposed connections for pedestrians.
The proposal includes several connections for pedestrians into the large complex, particularly along Main Street. The proponent has made progress is the design of the proposed Armory Plaza at the south edge of the casino building by providing a car-­free area that combines the open space surrounding the old, restored Armory building with the relatively small but useful open space of DaVinci Park. The use of the Plaza may be combined with the uses in the adjacent Armory Marketplace building and may host civic events and a farmers’ market.

A new pedestrian attraction is the provision of a landscaped plaza atop the casino building. This plaza is completely removed from vehicular traffic and provides a quiet space where people may walk or sit.

A pedestrian connection already exists between the site and the Connecticut River pedestrian and bicycle trail. An existing at-grade crossing at the foot of State Street allows pedestrians to move between the proponent’s site and the trail. It is anticipated that this connection will be used as a way to get from the site to the nearest open space. Lighting under I-­91 at State Street will help open the area to pedestrians by making it more legible and safe.

A similar pedestrian connection exists at Union Street, where the walkway link that passes under I-­91 allow pedestrians to reach the Naismith Basketball Hall of Fame. The distance is relatively short and is eminently walkable. The connection will be improved by the proposed lighting to be placed under I-­91.

4. A commitment to making improvements to increase the use of walking routes.
The proponent’s site is central to the Springfield urban area and will become an integral part of downtown as it is developed. Within the site, there are many places to walk that may require little effort to get patrons to explore. Each entrance/exit to the site should have wayfinding signs to assist walkers and encourage them to walk to destinations within and outside the entertainment complex. The signs should indicate where to find locations such as the center of the casino, the hotel, the outdoor plaza, shops and theatres on the south side of the site, Former Armory, Armory Square Marketplace, the rooftop landscaped plaza, and the main entrances to the parking garage.

Outside the casino complex, there are many attractions in downtown Springfield, and wayfinding signs that guide walkers should include: the Mass Mutual Convention Center, Union Station/Main Bus Depot, Dr. Seuss Sculpture Garden, Springfield Museums, the Civic Center, Springfield Armory, and nearby parks.

Signs should also indicate how to find the riverside attractions including views of the river and the Connecticut River Pedestrian and Bicycle Trail and the Naismith Basketball Hall of Fame.

Wayfinding signs should include walking times to reach destinations. Pedestrians do not think in terms of miles, and minutes required to take a walk are much more effective in conveying the effort that might be involved. Walkers may think little of having to walk ten minutes, but recoil at the prospect of walking ½ mile, even though the distances are the same.

Specific wayfinding signs that should include walking information as well as vehicle and bicycle information are:
• Signs along West Columbus Avenue on the river-­facing side of the site,
• Signs on Union Street at the edge of the project, and
• Signs along the East Columbus Avenue side of the site.

Wayfinding can be enhanced with local walking maps that help people find their way around the site and its environs.

We appreciate your consideration of our comments and look forward to your responses to them. Please feel free to contact WalkBoston with questions you may have.

Sincerely,

Robert Sloane
Senior Project Manager

Target Distribution Center Westfield Comment Letter

Target Distribution Center Westfield Comment Letter

November 7, 2005

Secretary Steven Pritchard
Executive Office of Environmental Affairs
Attn: MEPA office
100 Cambridge Street, Suite 900
Boston, MA 02114

RE: Target Distribution Center Westfield, MA Final Environmental Impact Report EOEA No. 13361

Dear Secretary Pritchard:

WalkBoston advocates for pedestrian safety, improved facilities, and programs to encourage walking throughout Greater Boston, and takes an active role in promoting pedestrian interests statewide. We offer our comments on the proposed Target Distribution Center in Westfield, MA that is projected to have approximately 860 employees and to generate 6,460 vehicle trips/day. The project site is located on Route 202 and just off Routes 10/202 approximately 4 miles from the city’s center.

Providing access for all modes is now a requirement in state law for new and reconstructed state roads and is being fully incorporated in the new MassHighway Design Manual to be published in January 2006. Access by foot and by bicycle is fundamental to the state’s smart growth policies and programs. We are also concerned Westfield may not address the needs of pedestrians, even when these needs could logically be part of the transportation mitigation of local commercial development.

In examining this FEIR, WalkBoston finds that pedestrian access and its relationship to transit and transportation demand management is given little consideration by the proponent, despite MEPA’s clear guidelines in the February 14, 2005 Certificate on the proponent’s DEIR. The Certificate reads as follows:

Transit: The FEIR should update its inventory of public transit bus services in the project area. The proponent should work with local officials to identify bus connections and potential shuttle bus services from activity nodes and residential areas to the project site.

Pedestrian and Bicycle Facilities: The DEIR described where sidewalks currently exist in the area. The FEIR should identify the proposed pedestrian (sidewalk) and bicycle facility improvements included with this project. Unless the proponent can obtain a letter from the City of Westfield or MHD stating that a sidewalk is unnecessary, I recommend a sidewalk along the site frontage on North Road (Route 202) and Falcon Drive. 2

Transportation Demand Management (TDM) Strategies: The FEIR should examine the full range of potential TDM strategies.

Comments offered by the Executive Office of Transportation (EOT) and the Pioneer Valley Planning Commission (PVPC) also express the need to address bus service and pedestrian facilities:

EOT – The site design should include transit amenities including a bus turnout and bus shelters to further encourage transit usage. The site design should identify sidewalk and/or pedestrian access between the building and the PVTA drop-off area. Bicycle and pedestrian routes in the vicinity of the site should be identified as well. And bicycle lockers and shower facilities should be provided to encourage pedestrians and bicyclists.

PVPC – The DEIR acknowledges the potential for public transit service serving the proposed development using the Pioneer Valley Transit Authority (PVTA) Blue 23 bus route. While the proponent has committed to work with the PVTA to develop transit service for the site, no information was provided in the DEIR on how pedestrians would access the proposed new on site bus shelter. Consequently we’d urge that the FEIR provide additional information addressing the actual location of the proposed bus stop as well as depict and explain and show how pedestrian access will be provided from the Target development to this new bus stop.

The FEIR does not respond adequately to these requests. No details are provided on proposed pedestrian and bicycle facility improvements for the project, either in the plan or in the text. It says only: “The appropriate and safe pedestrian amenities on site, including necessary parking lot crosswalks, lighted pedestrian travel ways, and the like are being considered for the final design of the site.” (from Section 2.8.2, p. 2-48; repeated in Response EOT .08, Appendix B, p. 8-4 and Response PVPC.03, Appendix B, p. 8-9). This is not a sufficient commitment to pedestrian access.

WalkBoston believes that policy direction is needed to determine how pedestrian access should be addressed by this (and other) project(s). The absence of existing pedestrian facilities is not an indication that they are not needed. WalkBoston suggests clear and careful consideration to determine an appropriate approach. Among the possible choices are the following:

a. Over time, perhaps with state EOEA or MHD assistance, the city will provide sidewalks on at least one side of all major roads that provide access to employment.

b. Over time, working with local municipalities and EOEA, MHD will provide sidewalks on at least one side of major state highways near urban and suburban employers.

c. The city or MHD will request all major employers to construct sidewalks from their building’s employee entrances to the sidewalks that parallel major local roads or state highways. The city, MHD or the employer will then construct bus stops and sidewalks to connect to employer-constructed on-site sidewalks.

d. In the vicinity of new development, the city or MHD will require project proponents to construct sidewalks along roadways connecting to transit and schools.

e. The city or MHD will leave most, if not all, of the decisions regarding sidewalks along state highways or local roads near new development to project proponents.

WalkBoston believes that MHD and the City of Westfield should provide clear policy direction to the project proponent about their responsibilities for pedestrian access. At that point, a variety of options exist for pedestrian accommodation. EOEA, in its DEIR Certificate, has taken a position that sidewalks should be provided along North Road (Route 202) and Falcon Drive, unless the City or MHD waives the requirement. The certificate also calls for public transit bus services to the project site, and for the identification of nearby bus stop locations and their relationship to sidewalks providing access to the employee entrance to the site. Since many of the vehicular improvements to be provided as mitigation measures for the project are off-site, it is reasonable to also require off-site pedestrian mitigation measures. Among the options for pedestrian access are the following:

1. A sidewalk along North Road (Route 202) – From the FEIR, it appears that the proponent has designed an auto access road that parallels North Road (Route 202) through most of the site. A sidewalk could be constructed along this road. To avoid security problems, the sidewalk could be located outside the perimeter fencing and adjacent to North Road (Route 202). This sidewalk would provide the first step toward EOEA’s ultimate goal of providing a sidewalk along the full length of North Road (Route 202) in the city.

2. A sidewalk along Falcon Drive – From the FEIR, it appears that the proponent owns very little property along Falcon Drive. However, placing a sidewalk within its property could become part of EOEA’s long-range vision for sidewalks along the full length of Falcon Drive.

3. A sidewalk from the site to North Road (Route 202) – From the FEIR, a pedestrian sidewalk to North Road (Route 202) seems possible along the side of the building adjacent to employee parking, presumably connecting to the employee entrance to the distribution center building. Figure 1-3 FEIR Proposed Conditions Plan (p. 1-6) and Figure 1-5 FEIR Operations Plan (p. 1-10) show auto access directly from North Road (Route 202) This access gate is approximately 2000 feet from the intersection of North and Southampton Roads. It is labeled “emergency vehicle access and gate.” This access gate could also serve pedestrians.

4. A sidewalk from the site to a bus stop – Bus travel to the site should be encouraged through clear routes and signage and direct, well-marked paths for pedestrians between transit stops and the pedestrian entrance to the proponent’s building. The FEIR notes that the Pioneer Valley Transit Authority Blue 23 weekday and Saturday bus routes pass the site on North Road (Route 202) and also on Southampton Road (Routes 10 and 202). Yet the FEIR contains no indication that workers may arrive by transit or estimates of transit’s potential for serving employees coming to or leaving the site. Nor does the FEIR specify where transit stops and sidewalks might be best located to serve employees, or even from which direction or gate the riders would come.

The bus rider’s pedestrian access from Southampton Road is particularly daunting. If bus-riding employees must access the site from a bus stop on Southampton Road and walk via Southampton Road/Falcon Drive to the Target Warehouse employee entrance, they must walk over 4,000 feet. In addition, without sidewalks, walking along these routes is potentially dangerous. This would deter even the most dogged bus-rider/pedestrian.

By contrast, a bus stop near the North Road emergency access/gate that is connected via sidewalk to the employee entrance to the distribution center could be less than 400 away from the entrance. With this option, bus stops for riders coming from either direction could be established on the two sides of North Road, with a walkway from the bus stops through the North Road emergency vehicle access/gate and up to the employee entrance. For security purposes, access for people on foot through the North Road emergency vehicle access/gate could be provided by electronic gate control mechanisms. Analysis of this possibility has not been included in the FEIR and should be provided during the next steps of the environmental permitting process. In addition to a bus stop and appropriate sidewalks, a protected pedestrian crossing of North Road should be reviewed. Such review should include the examination of a pedestrian-activated signal.

5. Improvements along Southampton Road (Routes 10/202) – Local comments mentioned the need for sidewalks for school and day care students attending classes in three buildings located along Southampton Road. It seems appropriate to provide new sidewalks along those portions of Southampton Road that are to be improved as part of the project’s mitigation program.

In the long run, sidewalks will need to be constructed wherever there are students who could walk to their schools from homes or bus stops. Indeed, the state is now involved in an extensive Safe Routes to Schools program that will lead to a greater demand for new or improved pedestrian and bicycle facilities for children to use in going on foot or by bike to their school buildings. They should be included in this project.

Finally, WalkBoston suggests that draft commitments for the Section 61 findings (Section 7.0 of the FEIR) should contain pedestrian and bicycle facilities.

Thank you for the opportunity to comment on the FEIR for the Target Distribution Center in Westfield. We hope that our concerns about pedestrians can be addressed as you examine the proposal and as it moves toward implementation.

Sincerely,

Ann Hershfang                                                   Wendy Landman
Advocacy Committee Chair                             Executive Director

Cc Astrid Glynn, Office of Commonwealth Development Tom Cahir, Executive Office of Transportation Tim Brennan, Pioneer Valley Planning Commission