dcr Archives - WalkMassachusetts

Action Alert: Contact your Legislators to Support a Safer Route 16

WalkBoston is proud to support the Route 16 Coalition, a project of Somerville Alliance for Safe Streets, a group made up of resident advocates, local and state legislators, and other community groups organizing for a safer Route 16 from Massachusetts Avenue in Cambridge to Main Street in Medford.

This section of Route 16 is under the jurisdiction of the Department of Conservation and Recreation and is made up of Alewife Brook and Mystic Valley Parkways, and was originally designed to be a “pleasure road” for taking in the beautiful scenery of the surrounding parkland. Today it is a high-speed roadway with some of the highest crash rates in the region that acts exactly opposite to its original intent: it is a dangerous barrier that impedes access of local residents to parkland, nearby amenities and businesses, and negatively impacts the Alewife Brook and Mystic River waterways and climate.

The coalition is asking members to call or email their state and local legislators to ask them to support an earmark of ~$750,000 for a traffic study that is necessary to move forward with much-needed safety improvements on Route 16 in Cambridge, Somerville and Medford. The timing is immediate as the earmark is being discussed this week (week of March 7th) in the Ways and Means Committee. This is important for residents of Cambridge, Somerville, Medford, Arlington, Belmont and Watertown and for anyone who travels through this dangerous corridor.

Find your state legislators and their contact information here:https://malegislature.gov/search/findmylegislator

For more information on this effort or if you’re interested in joining the coalition, email somervillesafestreets@gmail.com

MassDCR Birmingham Parkway Comment Letter

April 7, 2021

Jeff Parenti
Deputy Chief Engineer, Division of Planning and Engineering
Department of Conservation and Recreation

Re: DCR Birmingham Parkway

Dear Jeff:

Thank you for the opportunity to provide comments at this early stage of project development. We are very excited to see DCR’s approach that improves safety for people walking and biking, that repurposes significant areas of pavement into enlarged parklands, and that is designed to slow and tame traffic.

We have several overall observations about the designs, as well as more detailed comments organized into three areas as they were presented during the March 25th public meeting.

Overall comments

As we have commented during several DCR design processes, we believe that multilane, relatively high speed traffic roundabouts are less safe for people walking than signalized intersections. We are especially wary of multilane roundabouts where pedestrians can face a double threat when crossing the approaches and exits. People with low or no vision are particularly disadvantaged at these uncontrolled crossings. In this location, less than a mile from the Perkins School for the Blind, this is a specially cogent issue. We urge DCR to refrain from considering multilane roundabouts. Tight, traffic calming mini-roundabouts (see MassDOT Guidelines for the Planning and Design of Roundabouts page 11) on VERY low volume, low speed neighborhood streets where sharp turning angles are maintained (primary vehicle movement is not essentially a straight-through path) may be safe.
We urge DCR to provide separate walking and bicycling paths wherever there is the space to do so. The speeds of walkers and bicyclists are quite different, and as the number of cycling commuters increases, the conflicts between these two modes are becoming more and more pronounced. In particular, the Birmingham Parkway project area presents ample space for separate paths. This project area includes the Dr. Paul Dudley White Bike Path which is a heavily used bike commuter route so separation is even more important.

The “Eye”

Alternative 1A is our preferred approach in this area because it:

Simplifies, rationalizes and signalizes the intersections (and does not use a multilane roundabout).
Returns significant usable square footage to the parkland along the river.
If better access to the recreation area at the old pool site is deemed to be important for its future use, Alternative 1D could be a reasonable approach.

We suggest considering several design details as the project advances:

Add pedestrian safety refuge islands where the crossing distances are long.
Tighten up turning radii wherever possible, particularly on those approaches where trucks and buses are not permitted to travel.
Ensure that the signal timing is set to allow fully adequate crossings times for walkers of all ages.

Parkway

Alternative 2B is our preferred approach in this area because it:

Maximizes the amount of land returned to park and active transportation use.
Re-uses the existing pavement in an efficient manner.
Will help to calm traffic by having two-way traffic.

We suggest considering several design details as the project advances.

Reduce the pavement and lane width of the roadway to help calm traffic.
As noted above, provide separate walking and biking paths.

Secondary Intersections

The approach described at the meeting of calming traffic, providing signalized intersections that will provide WALK phases for pedestrians, and reducing the amount of paving all seem appropriate. We look forward to seeing the design concepts as they are developed later in the project.

We look forward to seeing the next iteration of the project concept.

Best regards,

Stacey Beuttell, Executive Director
Wendy Landman, Senior Policy Advisor

Hammond Pond Parkway Comment Letter

February 28, 2021

Jeffrey R. Parenti, Program Manager
Department of Conservation and Recreation
251 Causeway St.
Boston, MA 02114

Re: Hammond Pond Parkway

Dear Mr. Parenti:

WalkBoston reviews public and private projects for their potential impacts on pedestrian activity throughout the region and much of Massachusetts.

Hammond Pond Parkway is an approximately two-mile long corridor that connects Beacon Street at its northern end to Horace James Circle near Route 9 at its southern end. It is presently a multi-lane roadway serving the commercial area around the Chestnut Hill Mall at Route 9 and bisects conservation areas for much of its route. Existing pedestrian access is limited to the Route 9 area and there are no bicycle accommodations.

The proposal is to reduce travel lanes from four to two lanes above the shopping mall and to create a shared use path for bicycles and pedestrians constructed to provide ADA compliant access, built on the west side of the roadway. We applaud the reduction of pavement, the use of narrower lanes for traffic and the construction of a facility that will enhance pedestrian access.

We are concerned that the proposed 12’ path is too narrow for shared use by pedestrians and cyclists, and may be somewhat hazardous – especially for pedestrians. If the path is too narrow, cyclists on the downhill slope may reach speeds that would conflict with the safety of pedestrians on the path. To correct this difficulty, it would be appropriate to consider separate paths for bikes and pedestrians, with a narrower pedestrian path designed to be unattractive to cyclists, perhaps by using a stone dust surface.

Our opinion is that separate lanes for bikes and pedestrians are appropriate to accommodate anticipated high volumes and to assure the safety of people walking and people biking. If such separate lanes are infeasible, the proposed path should be as wide as possible, with pavement paint and signs alerting bicyclists that there are slower moving pedestrians on the single shared use path. At a minimum, a shared use path would need to be at least 14 feet wide.

In addition, there should be careful consideration of any unsignalized crossings for pedestrians in this new plan for the area.

Thank you for this opportunity to comment on the project. If you have questions do not hesitate to call us.

Sincerely,

Stacey Beuttell Bob Sloane
Executive Director Senior Planner

Comments on 24 Ericsson Street Development (Neponset Wharf)

September 29, 2017

Tim Czerwienski
Boston Planning and Development Agency
One City Hall, Ninth Floor
Boston, MA 02201

RE: WalkBoston comments on 24 Ericsson Street development (Neponset Wharf)

Dear Tim:

WalkBoston appreciates the opportunity to comment on the proposed Neponset Wharf development at 24 Ericsson Street in the Port Norfolk neighborhood of Dorchester, Boston. This project has the potential to advance walkable community goals by promoting active outdoor uses and enhancing pedestrian access to the waterfront. At the same time the project site remains highly inaccessible without a motor vehicle, which raises broader concerns about pedestrian safety and connectivity. Significant Transportation Demand Management (TDM) and mitigation measures would be necessary to address these issues.

The project proponent’s goals of creating two acres of new landscaped outdoor space on the site, including 28,000 square feet of continuous publicly accessible Harborwalk, will significantly enhance the local public realm, while also promoting active living and outdoor recreation. We are intrigued by the proponent’s consideration of a bicycle and pedestrian bridge to connect the project site with Tenean Beach. While such a bridge would certainly improve public access to the Harborwalk, we have also heard resident concerns about the bridge’s potential impacts on the local ecology and its potential to put excess demand on the availability of parking for Tenean Beach if users of the new development use the public parking lot park at the Beach.

Relatedly, the proponent has stated their intention to “provide pedestrian and bicycle transportation infrastructure that is consistent with Boston Transportation Department’s Complete Streets guidelines.” Creating streets, sidewalks and paths that accommodate road users of all abilities and travel modes is critical to developing more livable and walkable communities, so WalkBoston is pleased to see a commitment to these issues reflected in the project’s Environmental Notification Form. However actually implementing these concepts in a heavily car-dependent neighborhood and project site means that significant challenges must be addressed.

High proportion and number of motor vehicle trips: Given poor transit access and limited street connectivity to the Port Norfolk neighborhood and the proposed Neponset Wharf site, the proponent estimates that only five percent of trips generated by the project will be bicycle and walking trips. The remaining 95 percent of project-generated trips will be in motor vehicles, for a total of 1,440 new vehicular trips on an average weekday. To accommodate this traffic, the proponent has proposed 185 parking spaces on the project site. We are concerned that the number of trips and the number of parking spaces do not seem to be aligned, as these figures would suggest nearly eight trips per day per parking space. This suggests a need to more fully explore appropriate transportation options for the development of this site.

In addition, the increased volume of motor vehicles this project would generate in Port Norfolk will increase risks to people walking and biking on the neighborhood’s narrow streets and sidewalks. The project proponent has stated their intention to develop a TDM plan for the project in the forthcoming Draft Environmental Impact Report (DEIR). This plan should include a full accounting of how proposed TDM measures would reduce the overall number of motor vehicle trips and increase the overall percentage of trips using walking, biking and transit modes.

Neighborhood access and pedestrian safety: Redfield Street, Tenean Street/Conley Street, and Woodworth Street/Walnut Street are the primary routes for motor vehicles to enter and exit the Port Norfolk neighborhood. The proposed project will significantly increase the number of motor vehicles traveling these streets, so the proponent should explore ways to implement traffic calming and pedestrian safety measures along these streets as mitigation. Given that much of this increased traffic will come from Neponset Circle/Morrissey Boulevard, the intersections of Redfield, Walnut, Conley and Tenean Streets at these locations should also be assessed for safety improvements in coordination with the Department of Conservation and Recreation (DCR).

Site access and pedestrian safety: The project site abuts Ericsson Street, with a one-way entry to the site to be aligned with Port Norfolk Street and a one-way exit from the site to be aligned with Lawley Street. The proposed project will significantly increase the number of motor vehicles traveling these streets as well, so the proponent should also explore ways to implement traffic calming and pedestrian safety measures along these streets as further mitigation.

The proponent should also clarify how pedestrians will safely enter and exit the project site at Port Norfolk and Lawley Streets. The current site access/egress points at these locations lack sidewalks and are relatively narrow for motor vehicles even in the absence of sidewalks. These access/egress points also abut existing buildings, so while the proponent “envision[s] multiple accessible sidewalks along the entry points into the site,” it is unclear where the space for safe pedestrian accommodations will actually come from. Increasing the number of motor vehicles traveling through this area will pose additional safety risks to pedestrians, so the proponent should explore plans for mitigation here as well.

Thank you for considering these issues and please feel free to contact us with any questions.

Sincerely,

Wendy Landman
Executive Director

Comments on Jamaica Pond: Parkman and Perkins Access Enhancement

May 8, 2017

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

Re: Jamaica Pond: Parkman and Perkins Access Enhancements

Dear Commissioner Roy:

WalkBoston is very pleased that Department of Conservation and Recreation (DCR) is designing safe pedestrian access to Jamaica Pond from adjacent developments and the larger communities of Brookline and Boston.

WalkBoston Supports the Proposed Signalized Crossings
As we stated at the Public Hearing on April 11, 2017 WalkBoston strongly supports a signalized crossing at Cabot Estates where residents have for years been pressing for a safe crossing to the pond.

We are pleased that the crossing at Parkman/Perkins will also be signalized and we echo what many others at the hearing said that there is no need for a slip lane at this intersection, and we request that the pork chop be eliminated. Typically, cars turn quickly at slip lanes, ignoring pedestrians.

WalkBoston Recommendations

Shorten traffic signal cycles to 70 seconds
Traffic signal cycle length will be 110 seconds according to the public presentation speakers. Pedestrians will not wait up to two minutes to cross a roadway. With this fact in mind, WalkBoston as well as other advocates such as Livable Streets is asking the City of Boston and state agencies such as DCR to develop shorter signal cycles of no more than 70 seconds. We are assuming from the presentation that the traffic signals are exclusive, but we would like to have the plans so we can review them.
Undertake additional traffic calming measures
Traffic often speeds on the Pond’s perimeter because there are few intersection streets. To slow traffic WalkBoston recommends lane widths be reduced from 11’ to 10’.
Utilize white reflectorized thermoplastic crosswalk markings of a ladder design.
The state standard of two parallel lines does not provide enough visual warning to motorists.
Enhance pedestrian access to the west side of Jamaica Pond.
The optional path is a pedestrian desire line and if constructed would addresses drainage and erosion.

WalkBoston is very pleased that these long-awaited access improvements are coming to fruition. We look forward to working with DCR on this and other vital pedestrian safety access projects throughout Greater Boston.

Sincerely,

Wendy Landman Dorothea Hass
Executive Director Sr. Project Manager