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Comments on the Environmental Notification form for the second phase of the Clipper City Rail Trail Phase II in Newburyport and Newbury, MA MEPA# 15191

By WalkMassachusetts | May 23, 2014

May 12, 2014

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

RE: Comments on the Environmental Notification form for the second phase of the Clipper City Rail Trail Phase II in Newburyport and Newbury, MA MEPA# 15191

Dear Secretary Sullivan:

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.

Our review leads us to offer these comments:

Design the trail for expansion
The proposal for Phase II includes an 8-10 foot wide path. The right-of-way for the trail is irregular, as it passes through publicly owned land that includes 19.4 acres. With this space, plans should recognize the possibility that the path will need to be widened if it is successful in drawing users. Many rail trails in Massachusetts are 10-12 feet wide, permitting a 5-6 foot path in each direction. For example, an extension of the Bruce Freeman Trail in Acton will provide a 12-foot trail with 2-foot wide shoulders on both sides to allow 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).

Design the rail trail to include runners
Rail trails are a success in Massachusetts. Concurrent with the growth in use, new paths need to be carefully designed to serve a wide variety of users. Phase II of the Clipper City Rail Trail appears to be a very desirable facility, and it makes sense to design it to accommodate runners who are frequent users of trails. Runners often prefer a softer surface than that favored by cyclists and walkers; stone dust has frequently been used because it is resilient and provides a comfortable running surface.

Phase II of the Clipper City Rail Trail has significant right-of-way space that would allow more than a basic bicycle and pedestrian path. With space available, a parallel running track should be considered for the Trail. Even if such a running track is a future addition to the facility, space for such a track should be preserved for the future. In a state known around the world for the Boston Marathon and the many sponsored running events, runners should be included, along with the walkers and bicyclists who may be the prime users of the proposed facility.

Connecting Phase I and Phase II in the city center
Plans for connecting Phase I and Phase II of the Trail along the Merrimack River in the waterfront area of Newburyport are not included in this document. Omitting mention of such a potential connection seems to diminish the potential created by Phase II construction. Phase II, paralleling the Merrimack River, terminates at Custom House Way, at a point that appears to be adjacent to a portion of the existing Waterfront Promenade Park. This open space has a seawall and boardwalk that can extend the walk two to three blocks further west. Admittedly, at the western end of Promenade Park, an off-street right-of-way may be difficult to find. Sidewalks may have to be used to pass along these few blocks, but if completed, this connection between Phase I and Phase II would afford a 2.4 mile loop around many of the older portions of the city.

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

Sincerely,

Robert Sloane
Senior Planner

Blind man walking (and running)!

By WalkMassachusetts | May 16, 2014

Kyle Robidoux is the Director of Volunteer & Support Group Services at the Mass. Assoc. for the Blind & Visually Impaired.

I walk everywhere. As a marathoner, I also run all throughout Boston and neighboring cities.

I’m also legally blind so walking, along with public transit, is my main mode of transportation. Therefore, walkability is very important to me and my family.

The walkability of the city and its public infrastructure impacts me every day. It impacts where I walk, how quickly I can get to where I need to be, and most importantly how safely I can get there.

As someone with low vision (I have very restricted central vision, similar to looking through a toilet paper roll), I rely on sidewalks, curb cuts and ramps, and crosswalks to get me safely to where I need to be. I use a white cane most of the time so the quality of sidewalks and streets is very important.

Brick sidewalks are one of the most unfriendly surfaces for me and most folks with limited mobility (I assume most sighted walkers, too). My cane tip frequently gets stuck in a missing brick or I trip because of the unevenness of the sidewalk. Old (some say historic) sidewalks are very common in the South End, where I spend a good majority of my time. If I have a choice, I will avoid going down a street if I know it has terrible brick sidewalks. I’m thankful that the city has set a new policy limiting the amount of brick in the walk path when repairing/installing new sidewalks.

As my eyesight decreases, I am becoming more reliant on audible street crossings. Otherwise, I have to ask someone to help me find the push button. It would be wonderful if more street crossings had regular intervals in which to cross or a “walk signal” triggered by a sensor on the closest curb ramp.

My relationship to the built environment in my neighborhood plays a large factor as my eyesight decreases, especially during the winter. Trying to navigate unshoveled sidewalks and curb cuts blocked by snowbanks is physically and mentally exhausting. I walk my daughter to school along the South Bay Harbor Trail. Sections of the trail were not plowed this winter days after a snowstorm. Some days my daughter and I, along with other students, were forced to walk in the street because the unplowed path was too difficult to walk.

As our communities continue to develop, I hope less time and energy is spent on talking about parking and traffic and more on creating accessible public spaces.

Creating accessible spaces is not only good public policy but will also ensure that they flourish and reach their greatest potential.

This article was featured in our Spring 2014 newsletter. See the full newsletter & past editions here.

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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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Comments on Landmark Center Expanded Environmental Notification Form – MEPA #15183

By WalkMassachusetts | May 9, 2014

May 9, 2014

Secretary Richard Sullivan, Jr.
Executive Office of Energy and Environmental Affairs
Attn: Deidre Buckley, Director, MEPA Office
100 Cambridge Street, Suite 900
Boston, MA 02114

Re: Landmark Center, Boston MA
Expanded Environmental Notification Form – MEPA 15183

Dear Secretary Sullivan:

The Landmark Center, formerly the Sears Warehouse and Distribution Center, occupies an 8.8 acre site in the Fenway. It is a major city landmark and retail center that is at the heart of a burgeoning residential district. This proposed development will intensify the use of the site, making it more of a transit-oriented development, and includes 600 housing units, additional retail and new office spaces. The residential units will be housed in a high-rise building of some 12-13 stories immediately adjacent to the Fenway MBTA station. There will be 110,000 sf of new retail space, including a new Wegman’s Supermarket. Office space, already the single largest use in the building, at 635,000 SF, will be only slightly increased.

Many of the design features of this proposal will benefit pedestrians. Surface parking is replaced by about 1.3 acres of open space, setting off the historic Sears Building and including generous pedestrian walking and sitting accommodations. A new public green at the corner of Park Drive and Brookline Avenue is located where the heaviest pedestrian traffic crosses the street. The existing surface parking and the existing parking garage will be removed. A new underground garage will replace the existing 1500 parking spaces.

The proposed design is organized around pedestrian access. The existing internal circulation in the old Sears Building will be augmented by new pedestrian facilities connecting the Wegman’s market facing Fullerton Street on the east side of the property with retail facilities that face Park Drive on the west. A new pedestrian connection will be made via a walking route that passes through the building connecting the MBTA station on the north side of the site and Brookline Avenue on the south.

To build on these excellent elements of the proposal, we suggest that the proponent also consider the following possibilities:

1. Rationalize the odd combination of parallel streets on the east side of the site.

Both Fullerton and Minor Streets, directly parallel and adjacent to each other, abut the site on the east side. At present, pedestrians may be only slightly affected by this oddity, largely because both streets are narrow and carry little traffic. However, under the proposed design Fullerton Street is being laid out as the major access route for all trucks and service vehicles and a major entrance into the underground parking garage. Fullerton Street is also called out as a pedestrian connection to the Fenway Multi-Use Path on the north side of the site, and carries large volumes of pedestrians before and after Red Sox games when the garage is in heavy use. Pedestrian safety on Fullerton Street may become an issue, depending on traffic volumes using the street for site access.

2. More clearly define and design the proposed use of the pedestrian areas.
The spacious new open space on the Park Drive side of the site is only vaguely outlined in the EENF. It replaces a large parking area, and will provide a substantial improvement in safety and amenity for pedestrians walking between the MBTA station and both the project and Brookline Avenue. To make this a successful outdoor space that functions as more than a passage around the buildings consideration should be given to sitting, eating, strolling and potential assembly areas. Design of each of the spaces might take into account the need for some protection from the elements (sunlight included). Major features of interest such as a fountain, a sidewalk café, or a sculpture or other visual displays might be added.

3. Work with the City to complete the portion of the Fenway Multi-Use Path that is adjacent to the property
This project and the air rights project (Parcel 7) at Kenmore both include segments of the proposed path that connects the Riverway and Kenmore Square. The proponent has made construction of the path contingent on the City obtaining necessary approvals, and we urge
the proponent to work closely with the City to accomplish that goal, and to work with the City to clarify a list of needed approvals and explain how they will obtained. We also suggest that the proponent explore the possible use of the space for Red Sox related displays, photos, sculptures, artifacts since it is a potentially essential walking route for fans moving between the Fenway MBTA station and Fenway Park. The proponent should also work with the City to provide wayfinding signs along the path.

4. Clarify responsibility for building the Fenway Multi-Use Path connection to the Emerald Necklace.
In addition to the portion of the path that is adjacent to the property (described above), there is an additional relatively short section of the Path between the Riverway and the project site that is extremely important. Under existing conditions, some Fenway Station patrons must cross Park Drive at grade, in a location directly above the station that does not even have a crosswalk. Driver’s sight lines of pedestrians are compromised due to the ‘hump’ of the bridge as it crosses over the Green Line. The completion of the Fenway Multi-Use Path under the Park Drive viaduct, directly adjacent to the Green Line tracks, would allow station patrons and other pedestrians to make this connection more safely and conveniently. This connection is important to the success of the site as a transit oriented development and the proponent should take a positive and active role in its construction. We urge the proponent to work with the MBTA and commit to constructing this important pedestrian facility. It would also be helpful if the pedestrian access that will be adjacent to the station could provide access to St. Mary’s Street to improve safety for riders coming to the station from northwest of the point where Park Drive crosses Fenway Station.

Thank you for the opportunity to provide comments on this significant project.

Sincerely,

Robert Sloane
Senior Planner