Tag: MBTA

Comments on the ENF for The Boston Garden project

Comments on the ENF for The Boston Garden project

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June 11, 2013

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

RE: Comments on the ENF for The Boston Garden project, MEPA #15052

Dear Mr. Sullivan:

WalkBoston has reviewed the ENF for The Boston Garden project. We understand that the building project will be constructed on 2.8 acres of land fronting on Causeway Street and include:

WalkBoston is supportive of this development and considers it a critical location that requires close examination of pedestrian circulation, as it encompasses major pedestrian movements between regionally important city and suburban transit facilities and a major sports facility. In addition to pedestrians already using the site, the proposal will need to accommodate the movements of the new workers, guests and residents brought into the new buildings on the site as the project components are completed.

Our comments focus on pedestrian volumes to the site, circulation inside the grouping of new buildings and along the perimeter of the site, and the potential for improvements to the Charles River walkway behind North Station.

Pedestrian volumes to and from the site
Many residents of the region already pass through this site daily and for special events. The site is the location of commuter rail connections to the northern half of the metropolitan area, two major subway stations and the TD Boston Garden, home of the Bruins and Celtics professional sports teams. These pedestrian volumes need detailing and evaluation. Our review of the data led us to the following numbers:

In the morning, the combined total for arrivals by commuter rail coupled with patrons exiting the Green and Orange line subway station is thus a number that is around 43,000 2 pedestrians using the stations for transportation access or interconnections in and around the site. A similar number may exist for the afternoon use of the site.

These numbers have not been updated and are of course prior to the construction of office, hotel or residence buildings that will bring additional people to the site. In addition, the existence of the 19,600-seat TD Garden arena above the commuter rail station can create circulation difficulties when people attending events overlap with people leaving the city after work. With over 200 events each year at the TD Garden and limited on-site parking for event attendees, there are many opportunities for overlapping movements of large numbers of people moving into and through the site. It may be possible to have over 60,000 people on the site in the afternoon hours prior to a major event.

As preparatory steps for addressing environmental concerns surrounding this project, it will be important to closely examine the volumes of pedestrian traffic that move to and from the site each working day, and on days with special events in the TD Garden. Flows of pedestrian traffic that are deserving of special attention include movements between:

  •  the Green and Orange Line subway stations and the Commuter Rail Station
  • the Commuter Rail Station and TD Boston Garden
  • the Green and Orange Line subway stations and TD Boston Garden
  • Canal St. (used by downtown workers on foot) and the Commuter Rail Station
  • Canal St. and TD Boston Garden • Canal St. and the Green and Orange Line subway stations

These pedestrian movements deserve to be counted and evaluated for trends that indicate potential future use of transportation facilities at this site. Pedestrians going to or from the new on-site buildings will also be moving between:

  • the commuter rail station and the new buildings on site
  • the subway stations and the new buildings on site
  • Canal St. and the new buildings on site

These potential movements should be projected and evaluated in conjunction with the pedestrian traffic already using the site.

Pedestrian circulation through the buildings on the site
Pedestrians currently move into and out of the TD Garden building by using the east and west entrances on Legends Way and on the O’Neill Building pedestrian way. Plans show the intention of moving much of the pedestrian access between the subway stations and the TD Garden/North Station building below ground level. This will provide protection from weather conditions for walkers and is conceptually a major improvement for all.

The brief current outline of the plan calls for a passageway built under the large office tower to handle all pedestrian movements and connections on the site, located on the first basement level and connecting (in an undefined manner) between the subway stations and the proposed major pedestrian passage, to be called Champions Row. Escalators and elevators will be needed to make the connection fully ADA accessible and to speed the large volumes of pedestrians to their destinations.

It is entirely possible that this connection can be designed to handle the 43,000 users of transportation facilities on-site very well. However, it is equally possible that the volume of pedestrian traffic will be such as to thwart the good intentions of the proponent of this project. There are several possibilities for additional capacity to handle pedestrians in this important location under the office tower:

1. Addition of an escalator- and elevator-served access point leading into the present east entrance to the TD Garden/commuter rail station building (very much like the existing head house, but with a direct, covered connection into the building.)
2. A passageway between the subway station and the TD Garden/commuter rail station building that connects in several potential ways (all underground):
•     As a diagonal passageway between the MBTA undercrossing of Causeway Street and the proposed main stem of the project – Champion’s Row. This passageway should be sufficiently wide to handle the considerable traffic using it twice a day.
•     A passageway under the office tower could support small commercial/retail establishments that can quickly serve people passing through to make their commutes or to attend a large event.
•     A passageway could envisioned as a large food court or produce market serving all pedestrians passing through as well as those who will be working in or nearby after the new structures are built.
•     All proposed principal passageways, including Champions Row, should be unobstructed by escalators or elevators that may impede pedestrian movements.

There may be a desire to connect other buildings or uses planned for the site into this major pedestrian facility under the tower of the office building. If so, a major connection across Champions Row leading into the underground pedestrian facility would be needed to provide access for all of these pedestrian connections and services while also providing access for the four levels of retail attractions that are anticipated for the site

. Based solely on its need to serve so many access points for pedestrians on the site, Champions Row could conceivably become a much more significant and grander element of the site. Champions Row has been located to be on a direct axis between Canal Street and the entrance to the commuter rail station/TD Garden building. Like the major axis of an enclosed shopping center, it also provides direct access to the surrounding transportation facilities and the TD Garden. Alternatively, it could become a part of an imposing railroad station with retail facilities surrounding it and even below it (like South Station, perhaps, grand but laid out as a small Grand Central Station). In either event, the space could become a local landmark and meeting place for residents, commuters and event attendees.

Pedestrian access on the perimeter of the site
Because the new facilities back up to the TD Garden, three sides remain to be served by sidewalks – along Causeway Street, Legends Way and the O’Neill Building pedestrian way.

1.   Causeway Street
Wide sidewalks are planned in keeping with the city’s Crossroads Project plans for Causeway Street. Street furniture and trees will be added in keeping with this plan. On the site, the façades of the new buildings will be lined up with the O’Neill Building to present a uniform appearance along the streets. A number of small and large retail facilities will have access to and from the sidewalks, and access to the three large buildings planned for the site will also be focused on the Causeway Street sidewalk. The sidewalk will not be interrupted by access ramps into the on-site garage, as these ramps are being located at the edge of the site adjacent to the Central Artery, and will supplement the existing ramps that are located at the rear of the TD Garden Building.

However, the diagrams show a loading platform near the proposed hotel building that will interfere with pedestrian traffic on the sidewalk significantly. This loading platform is a potential hazard for pedestrians on the Causeway Street sidewalk, particularly if service trucks back into the site from the street.

To be fully supportive and attractive to pedestrians, the new buildings could be designed to attract and provide interest for passers-by, using strategies such as:
•    Maximize the number of retail outlets facing the sidewalk by using narrow frontages for business facilities
•    Introduce sidewalk cafes, restaurants or bars
•    Provide canopies along the building frontage to protect walkers
•    Avoid intimidating pedestrians by the overwhelming scale of proposed buildings. The proposed façade for the Causeway side of the site is about three blocks long, and has been broadly designed to be a uniform building of four stories topped by towers. The four-story building could be intimidating for pedestrians – it is a very large and long building. Its façade could be articulated to show connections with the streets of the area, as is currently diagrammed for the three large towers planned for the site that line up precisely with Canal Street and Friend Street. The four floors of the building complex that are designed for retail could also reflect these breaks while retaining the alignment with the O’Neill Building, either physically or by using varied building materials.

2. The pedestrian passageway at the O’Neill Bldg.
 This walkway should be treated qualitatively as handsomely as the Causeway Street frontage. It has become a major entrance for pedestrians and will continue to provide major access to the commuter rail station and the TD Garden. It could also become more interesting for walkers, if cafes or other retail establishments were added. It has the advantage of the statue of Bobby Orr which is a dramatic addition of great interest to pedestrians using the site. A canopy for the length of the walkway would be of great service to the pedestrians using the walkway for access to the TD Garden/commuter rail building.

3. Legends Way
This street will be of limited use for pedestrians, except to provide access to the east entrance into the TD Garden/commuter rail station building. Access for users of MBTA’s The Ride will be retained. Opportunities for retail uses appear very limited, but should be considered. This is another location where a canopy could be of considerable use to passengers waiting for The Ride.

4. The Riverfront walkway along the Charles
At the rear of the commuter rail station, the tracks serving the terminal narrow down to enter two bascule bridges across the Charles River. At this location, Central Artery plans included a bridge on the North Bank crossing over the tracks, a bridge on the South Bank also over the tracks, and a bridge that would be cantilevered or attached to a bascule bridge. The North Bank Bridge is now completed and in operation. The bascule bridge walkway is in design. The South Bank Bridge remains to be designed and constructed.

As a positive improvement to the environment of this project and as mitigation for some of the anticipated impacts of its construction, the proponent and the MBTA have begun discussions of constructing the South Bank Bridge. This positive development is very exciting, as it would complete the major interconnection of Charles River walkways on both banks, along with connections into the downtown Boston Harborwalk and the Charlestown Navy Yard.

Construction of the South Bank Bridge will involve examination of the potential building methods within a narrowly defined space on both sides of the tracks. On the east side of the tracks a sidewalk follows the boundary of the MBTA trackage at the river’s edge to a dead end at the bascule bridge. This sidewalk may become an approach ramp for the South Bank Bridge. However, there are difficulties in constructing the bridge on the west side of the tracks that are likely to require significant work in examining possibilities. The rewards of designing and constructing this bridge will have regional impact because of its connection to metropolitan-scale pedestrian facilities.

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

Comments on ENF for Caesars Resort at Suffolk Downs

Comments on ENF for Caesars Resort at Suffolk Downs

By |

March 26, 2013

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

RE:     Comments on ENF for Caesars Resort at Suffolk Downs – EEA #15006

Dear Secretary Sullivan:

WalkBoston has reviewed the ENF for Caesars Resort at Suffolk Downs. We find agreement with the general design, as it seems directed toward providing safe facilities for pedestrians. A number of design details should be more closely investigated as part of the DEIR. Our comments about those details follow.

Underlying Assumptions
Many of the patrons and staff of the casino complex and racetrack will arrive on foot from transit stations or parking lots. Thus walking should be a significant element of the project design, coordinated with vehicular routes to minimize potential conflicts. Walking, transit and bike use should be maximize d in keeping with the Commonwealth’s goal of tripling the share of walking, biking and transit use. Access to and from the two MBTA stations and the Route 1A bus lines, and access between distant parking locations and the casinos and the racetrack are the primary routes to be addressed. Walking access between the site and adjacent residential areas should also be addressed.

Good information about the projected volumes of pedestrians (and bicycles) should inform the design and size of facilities.
For example, the ENF states that most employees will come to the site via public transportation. While not explicitly stated, we would anticipate that nearly all would walk from the MBTA stations into the site (unless shuttle service is provided). Because the Suffolk Downs Station is considerably closer to the proposed buildings than Beachmont Station, it will likely attract more users. The walkway from the station into the site should be designed to accommodate the anticipated volume of walkers (and bicyclists if they will use the same route) and the projected volumes should be included in the DEIR.

Overall Design Issues to be addressed
• The design of walkways and walk routes should be attractive, include high quality landscaping, and feel inviting both day and night, winter and summer. Designs should include:
– A network of short distance walkways to encourage people to walk on site.
– Lighting for safety, using designs that do not spill into residential areas or obscure the night sky
– Safety and security especially given late night operations for employees and patrons, where there are fairly long walks such as the one to the Suffolk Downs MBTA station
– Benches
– Smooth surfaces on all walkways
– Year round maintenance including snow shoveling
– Shade while walking to the casinos and hotels
– In New England, inclement weather is inevitable, suggesting the possibility of providing shelters or coverings along walkways, or alternative means of reaching destinations, such as a shuttle bus service
– Wayfinding for pedestrians – Signage should be employed as fully as possible to help pedestrians find their routes within this very large site. Signs would also encourage the use of MBTA bus routes and subway facilities, and should be used to designate access points in the event an on-site bus shuttle service is provided. Other off-site locations of interest should be included, such as the Belle Isle Marsh Reservation, Revere Beach and potentially the Target/Super Stop and Shop complex , the racetrack’s horse barns and other sites that might improve the experience of nearby residents as well as patrons of the casinos, the racetrack, and the hotels.
– Parking lots should be designed attractively, with trees and with defined walking paths that are separated from moving vehicle areas within the lots

• Multi-use path design.
The paths on the site that are walking/biking multi-use paths should provide appropriate widths to allow for safe shared use. MassDOT standards (Mass Highway Department Project Development and Design Guide, 2006), call for multi-use paths to be 10—14 feet wide to accommodate both pedestrians and bicycles, and for wider facilities if substantial volumes of foot and bike traffic are anticipated.

Tomasello Way/Rte 1A intersection and Tomasello Way Design
 • Bus service
Bus service along Rte 1A is already substantial. Routes along the roadway connect Salem Center, Marblehead and Peabody Square to Haymarket and Downtown Crossing – 6 bus routes in total. Well-designed and highly-visible bus stops, along with weather-protecting shelters, should be included in the revamping of the intersection of the Tomasello Way/Rte 1A intersection.
• Signals and crosswalks
 In keeping with the intersection’s importance as the front door of the proposed development, the intersection will need to be fully signalized for safety for all users, including pedestrians who will be crossing Rte 1A to and from the new bus stops and shelters. In the re-signalization of the intersection, pedestrian count-down signals should be employed.
• Access between the intersection and the on-site facilities
 The proposal includes a major pedestrian way leading from the intersection of Tomasello Way and Rte 1A into the main entrance to the casinos, the racetrack and the hotels. It appears to be useful and attractive, but it must be made safe for walkers and is worthy of significant improvements to make it safe. According to the preliminary drawings, the walkway will be located in the median strip of the rebuilt south portion of Tomasello Way. This is a formal design that could be handsome, but it results in a strip of walkway in the median that could be difficult for walkers to access, because it requires them to cross roadways on both ends of the walkway – near Rte 1A and at the casino/racetrack entrances, as well as at intermediate locations in between – five crosswalks in all. A better solution might be to have the pedestrian way located on the south side of Tomasello Way, with more direct access across the street at a point where the walkway is closest to the casino. This would reduce potential pedestrian/vehicle conflicts along the full length of this stretch of Tomasello Way.
• Amenities along Tomasello Way 
Pedestrians walking via Tomasello Way have a relatively long walk between Rte 1A and the site (roughly equivalent to 3-4 city blocks). The preliminary drawings show lines of trees that will be very appropriate to make a pleasant walk. Seating along the way would also make the route more attractive and allow people to rest as they make their way to the casinos or the racetrack.
• A sidewalk connecting Tomasello Way and Waldemar Avenue in Orient Heights
A wholly new but short on-site sidewalk connecting Tomasello Way and Waldemar Avenue would allow Orients Heights residents to reach the bus stops at the intersection of Rte 1A and Tomasello Way, and to be able to walk to the casinos or the racetrack.
• A roadway connecting Tomasello Way to Waldemar Avenue in Orient Heights
Consideration of a sidewalk connecting Tomasello Way and Waldemar Avenue should include examination of a future road connection as well. A new, relatively short street to link Tomasello Way to Waldemar Avenue could reduce problems at the intersection of Waldemar Avenue and Route 1A near the Tomasello Way entrance to the site because it would allow Orient Heights access to be diverted to the Tomasello Way entrance to the site. The connection could include options for improving the safety of nearby residents:
– Waldemar Avenue could become a dead-end street before reaching Rte 1A; or
– It could be made one-way inbound toward the residences; or
– It might be connected to Vallar Road if gradients are favorable.

The continuation of Tomasello Way to the Suffolk Downs MBTA station
A driveway currently exists along the proponent’s property line between the Rte 1A entrance to the site and the small turnaround space in front of Suffolk Downs T station. The west half of this route has been covered above. However, the future of the east half of the driveway is unclear, even though it could be used for vehicular and pedestrian traffic as part of the larger plan. An explanation should be provided as to:
– Whether this driveway will become an access roadway providing service both to the south entrance to the casino, and to the Suffolk Downs MBTA Station.
–  Whether this driveway will be extended to connect into the local roadways of Orient Heights, such as Waldemar Avenue, Walley Street and Bonito Square. This connection could relatively easily reach Bennington Street as well, and could become a major route for vehicles entering or leaving the site.
–  Whether an improvement is planned for the pedestrian component of the service plaza at the MBTA Station.
–  What the pedestrian connections along this roadway will become, as it provides a major walkway between the MBTA station and the casinos and hotels. This connection might also be used to enhance direct access from neighborhood walkways into the station.

Pedestrian access from off-site locations
• Pedestrian access between Orient Heights and a potential Route 1A bus stop at Boardman Avenue.
A partial interchange is proposed for the intersection of Boardman Avenue (Route 145) and Route 1A. The proposal calls for a northbound overpass above Rte 1A to pass over the turning between Rte 1A and Boardman Avenue. The overpass design and focus of turning traffic at the intersection suggests some difficult crossings for pedestrians from Orient Heights. Bus stop access for pedestrians should be explored as part of the proposed partial interchange. It may be possible to link Boardman Street access to the bus stop at Tomasello Way.
• Pedestrian access between Orient Heights and the Target/Super Stop and Shop complex
The ENF notes that walkers from Orient Heights need to cross the Suffolk Downs site to get to the shopping complex located near the intersection of Tomasello Way and Furlong Drive, which are important businesses for Orient Heights residents to use. Data support-ing this suggestion would be useful. The multi-use path along Tomasello Way will improve this walk. From a pedestrian point-of-view, the suggested location of the walkway on the east side of Tomasello Way results in pedestrians from Orient Heights crossing at least 6 streets on route to the shopping complex, unless they follow the alternative walking route that hugs the buildings. The proponent should examine whether the walkway could be moved to the west side of Tomasello Way to reduce the number of crossings. Pedestrians walking along Tomasello Way should also be protected from walking through either of the two roundabouts at the approach to the hotels and casinos. Roundabouts are not very safe for pedestrian because of the potential conflicts with turning vehicles.
• Pedestrian access between Crescent Heights and the Target/Super Stop and Shop complex
 Residents of the Crescent Heights neighborhood at the north edge of the site could also reach the shopping area via the Tomasello Way walkway.
• Racetrack walkway to the Target/Super Stop and Shop complex
The plan includes a walkway between the racetrack and the Target/Super Stop and Shop via the edge of the northern parking lots. The intersection of this walkway and Tomasello Way should be moved slightly to align with the front entrance to the shopping complex. The volume of foot traffic at this intersection may be low, but further exploration may suggest the need for a traffic signal with WALK signals.

Potential shuttle bus service
 Shuttle buses should be considered to help people get around and to provide options during inclement weather. Options for shuttle bus stops include main entrances to the casino and race track, the Suffolk Downs and Beachmont MBTA stations, bus stops on Route 1A at Tomasello Way, the bus stop on Winthrop Avenue, and for access to the more remote parking areas. Facilities to support shuttle bus service may include the addition of a turnaround area in front of Suffolk Downs MBTA Station and a u-turn on Tomasello Way just short of Route 1A. Shuttles may also be useful to serve future night transit service on the Blue Line and elsewhere.

Local Community Benefits – pedestrian improvements at other locations
 The ENF includes suggestions that certain improvements outlined by the Lower North Shore Traffic Study of 2000 could be included as part of the mitigation for the construction of this facility. Although no detail has been supplied on these locations, they appear to include intersections at Route 16 at Winthrop Avenue/Harris Street, the vicinity of the Beachmont MBTA Station in Revere, in the vicinity of Route 16/Route 1A/Bell Circle in Revere, and, in East Boston, at Bennington & Saratoga Streets at Orient Heights MBTA station and Boardman St. in East Boston. Many of these improvements have been requested by the affected communities and will need to be detailed in further submittals to show potential impacts on pedestrians.

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

Sincerely,

Wendy Landman
Executive Director

Mystic River Recreational Trail Comment Letter

Mystic River Recreational Trail Comment Letter

By |

March 22, 2011

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

Attn: MEPA Office, Deirdre Buckley

RE: Comments on the Environmental Notification Form, EEA No. 14718 Mystic River Recreational Trail

Dear Secretary Sullivan:

WalkBoston appreciates the opportunity to provide comments on the Environmental Notification Form for the Mystic River Recreational Trail in Somerville. The project has grown out of the analysis of the Assembly Square development project, which will enlarge and improve the riverside park along the Mystic River. The completion of the new riverside park will result in trails along the south bank of the Mystic for about one mile, reaching from the MBTA rail overpass near the Mystic River Dam to the network of paths that outline part of the Ten Hills neighborhood and along the river to Mystic Valley Parkway (Route 16) in Medford. However, these trails are divided into two discontinuous parts on either side of the Fellsway (Route 28), a heavily traveled roadway which is difficult for pedestrians to cross safely.

The proposal calls for construction of an underpass to accommodate a recreational trail beneath the Mystic River Bridge (Fellsway, Route 28). This underpass would link the Assembly Square development with the Ten Hills neighborhood in Somerville and provide a continuous walkway along the Mystic River. Construction of the underpass will also include some improvements to pathway connections to it on both sides of the Fellsway (Route 28).

WalkBoston fully supports construction of the underpass and welcomes the connections it will provide for walking and bicycling along the Mystic River. The facility will strengthen the Assembly Square development and add a new amenity to other areas near the river. The trail will ultimately be an element in a larger network of trails into and through Assembly Square, and will connect with the proposed station on the Orange Line.

WalkBoston continues to support smooth surfaces on walking routes and in public spaces that serve as pedestrian gathering places and plazas. Brick, granite or concrete pavers create a visually distinctive space but without very careful maintenance these surfaces can quickly become uneven, making for treacherous walking. Such materials are also often difficult to clear of snow during the winter months. Specifications for this project should call for smooth materials leading from both sides onto the wooden deck that constitutes the trail under the bridge. We encourage the selection of smooth walking surfaces wherever possible.

The Assembly Square development is described as a transit-oriented development and we understand that the transit station is being constructed early in the development sequence. The proposed underpass is an integral part of providing good pedestrian connections to the Assembly Square transit station from the Ten Hills neighborhood, and will help to draw pedestrians to the new station.

Thank you for the opportunity to comment on this project. Please contact us if you have questions. Sincerely,

Wendy Landman
Executive Director

Cc Monica R. Lamboy, Executive Director, Somerville Strategic Planning and Community Development,
Jaime Corliss, Director, Shape Up Somerville

Waterfront Square at Revere Beach Comment Letter

Waterfront Square at Revere Beach Comment Letter

By |

May 8, 2009

Secretary Ian Bowles
Executive Office of Energy and Environmental Affairs, MEPA Office
100 Cambridge Street, Suite 900
Boston, MA 02114

RE: Comments on the Final Environmental Impact Report (FEIR) for Waterfront Square at Revere Beach, EOEA #14080

Dear Mr. Bowles:

WalkBoston is happy to submit comments on the Final Environmental Impact Report (FEIR) for Waterfront Square at Revere Beach. This project is a Transit-Oriented Development (TOD) that embodies many of the precepts of concentrated development and pedestrian improvements that the state and region have been working toward. For this reason, our comments focus on whether the TOD elements will work well for pedestrians using the MBTA Wonderland Station, the new uses to be built on the site and people accessing Revere Beach and adjacent properties. We are pleased that many of the concerns we raised in our previous comments have been addressed by the FEIR, however (as discussed below) we continue to have some specific concerns.

We continue to be impressed that the project is being made possible by the joint efforts of the proponent and several public agencies owning property within the site. The public agencies – the MBTA and the Department of Conservation and Recreation have agreed to become part of the project to further the development goals of better, more intensive uses of their lands and increased use of the existing MBTA Blue Line terminus at Wonderland Station. Unfortunately, one site – the Seaside Site – has not been included in the development, even though it stands at the mid-point of the site and thus prevents contiguous development.

Summary of comments:

• Pedestrian connections to adjacent parcels should be explored.
• All crosswalks should have pedestrian signals timed to afford safe crossings.
• Pedestrian access on the ground level of the South Parking Garage seems to include potential hazards for pedestrians due to the need to cross bus lanes to reach the rail station
• Pedestrian crosswalks are sparse along Ocean Avenue.
• Pedestrian ramps at the Wonderland Station seem to be replaced by elevators and a stair. Does the new plan still include ramps?
• The Transit Plaza may have significant use by pedestrians linking train and bus trips, and should include generous walkways covered for weather protection.
• All bus-rail riders are required to cross above the rail tracks on one leg of their journey. Is there a way to explore all at-grade access between buses and trains on only one side of Wonderland Station?

Many WalkBoston concerns have been addressed by the FEIR. These include:

• Pedestrian access to the Transit Plaza above the roof level of the Wonderland Transit Station will be accomplished as part of the South Garage construction in Phase I. These elevators will be available for movement between the rail and bus stations and each level of the parking garage. A similar elevator will be added in Phase II between the east side of the rail station and the Transit Plaza level.
• The proponent is committed to constructing a pedestrian bridge connecting the site to the beachfront, and has committed to long-term maintenance and repair of the bridge.
• Sidewalks located along Route 1A on both sides of the street will be retained and improved as routes for local residents to walk to the station and the businesses or offices on the site.
• Sight lines and pedestrian connections pass through the proposed Transit Plaza and the pedestrian bridge from the site to the beachfront.
• These sight lines and pedestrian connections also reach to the future Revere stop on the commuter rail line west of Route 1A, through the large parking lot at Wonderland Park, now used for daytime commuter parking (and a future development site).
• The site has connections to regional trails and paths – beachfront and the north-south Border to Boston trail which connects to the Northern Strand Community Trail (aka Bike to the Sea Trail).
• The crosswalk at Route 1A and the access to the MBTA South Parking Garage is moved to the north side of the intersection. Nearly 400 people cross here daily according to August 2008 counts. At the north side of the intersection, pedestrians will be able to have a traffic signal cycle and not be at risk to the many right turning vehicles entering the South Garage site.

 

There are certain remaining concerns that are raised by our review of the FEIR:

• Alternatives should be explored to connect the Transit Plaza with adjacent parcels such as the Water’s Edge Apartments south of the Transit Plaza. Such a connection might be beneficial to this project because it could attract additional walkers to and through the site, either to the MBTA station or the beachfront.
• The Seaside Site, a parcel surrounded by this project but not included in these plans, is largely ignored. Pedestrian connections between this site and the north and south parts of this project and to the MBTA station and parking garages seem sketchy at best.
• A new crosswalk is planned at the intersection of Shawmut Street and the vehicular connection to the MBTA North Parking Garage. When the crosswalk is constructed, pedestrians should be provided with an adequate traffic signal interval to cross the street safely.
• Pedestrian circulation on the west side of the Transit Plaza at the entrance to the Blue Line station is shown in some detail in Figure F-2. The proposed Phase I South Parking Garage on MBTA property has a covered bus terminal directly adjacent to the Blue Line platform for easy pedestrian transfer between bus and rail services. The first floor of the Garage also houses kiss-and-ride and garage ramps. Pedestrian access between the drop-off lanes and the rail station appear to require crossing the bus lanes, and may be unsafe.
• Improvement of the pedestrian environment along Ocean Avenue is needed. Curb cuts for parking access along Ocean Avenue dominate the environment and only 6 widely separated crosswalks connect the site and the beachfront park.
• Existing pedestrian ramps at Wonderland Station provide pedestrian access up and over the station, independent of elevators. However, the ramps appear to be removed as part of the Phase II construction of the Transit Plaza and replaced by a monumental stairway. Will new construction include a physical replacement of the pedestrian ramps? If so, where will they be located in respect to the Transit Plaza, the MBTA train station and the MBTA bus station?
• The plan calls for elevators to be constructed on both sides of Wonderland Station to allow alighting riders to go up and over the station to reach either connecting buses or parking facilities. At the Transit Plaza level, peak period pedestrian movements may be significant, and may require generous connections between elevators, stairs and ramps. Perhaps these Transit Plaza pedestrian connections could be covered to protect transit riders from severe weather conditions? How many elevators are planned to accommodate peak hour pedestrian traffic between travel modes and the Transit Plaza? What volume of peak hour pedestrian traffic is expected?
• Can MBTA operating plans for arriving Blue Line trains at Wonderland Station be modified to reflect access to connecting buses? Currently, both inbound and outbound bus access takes place on the outbound side of the transit station, giving a direct at-grade route for alighting passengers to walk to buses, but requiring inbound pedestrians to climb up and over the station to the inbound tracks. In this proposal, future inbound access to rail from arriving buses will be at-grade on the inbound side of the transit station, and require outbound passengers to cross up and over the tracks to the outbound buses. Is it possible that arriving trains could be routed to the inbound side of the station, where they would have the same cross-platform access to buses without using stairs, ramps or elevators? Is it possible that this change in train routing could obviate the need to construct a Transit Plaza elevator on the east side of the tracks?

Thank you for the opportunity to comment on the Final Environmental Impact Report (FEIR) for Waterfront Square at Revere Beach. We hope our comments on the FEIR are incorporated into your requirements for the next phase of design and permitting documents. Please contact us for any clarification or additional comments that would be useful.

 

Sincerely,

Wendy Landman
Executive Director

Robert Sloane
Senior Planner

The Commons at Prospect Hill FEIR Comment Letter

The Commons at Prospect Hill FEIR Comment Letter

By |

April 10, 2009

Secretary Ian Bowles Executive Office of Energy and Environmental Affairs
100 Cambridge Street, Suite 900
Boston, MA 02114

RE: Final Environmental Impact Report (FEIR)
The Commons at Prospect Hill
MEPA # 13952

Dear Secretary Bowles:

Thank you for the opportunity to comment on the FEIR for The Commons at Prospect Hill in Waltham.

This plan is a roll-over from the SDEIR on which we commented in February, 2009. We note, since this is simply the roll-over of that document, changes have not been incorporated in the plan since that time. Thus, our comments on the SDEIR remain the same as when they were written.

We hope that the final design of the project will incorporate a greater measure of concern about the facilities that pedestrians need throughout the project, and that sufficient safety measures will be put into place to assure that pedestrians crossing streets or parking lots will be protected from the flood of autos that will be attracted by the project.

As you may know, we met with the proponent and had the opportunity of presenting our comments directly to the designers. It is entirely possible that we did not present our case understandably or make our suggestion sufficiently attractive to persuade the development team to place a greater emphasis on pedestrian activities throughout the site. However, we would also point out that 21st century standards of development are rapidly evolving toward greater emphasis on pedestrian-friendly and transit-accessible designs in all parts of the country. We find it disappointing that that is not the case with this project.

Thank you for the opportunity to comment on this document. Please let us know if you would like further clarification of our comments.

Sincerely,
Wendy Landman                                   Robert Sloane
Executive Director                                 Senior Planner