pedestrian bridge Archives - WalkMassachusetts

Comment Letter RE: MEPA 16015 Mystic River Pedestrian and Bicycle Crossing

May 13, 2019

Kathleen Theoharides
Secretary of Energy and Environmental Affairs 100 Cambridge St., Suite 900
Boston, MA 02114

RE: MEPA 16015 Mystic River Pedestrian and Bicycle Crossing

Dear Ms. Theoharides:

WalkBoston has worked closely with other community and advocacy groups in support of this proposed bridge over the Mystic River. Because of its critical location at the junction of several lengthy riverside paths, it is of regional significance as a key element in the area’s network of pedestrian and bicycle thoroughfares – a system of facilities that WalkBoston has long supported. The critical nature of the connection is magnified by its potential service as a major walkway between a high traffic generating facility (the casino in Everett) and public transportation (the Assembly Station in Somerville). This new walkway will provide a three- minute walk to public transit (as opposed to a twelve-minute existing walk) and encourage a reduced amount of vehicular traffic in the area.

The Casino operators have supported the proposed bridge with investments of $2,000,000 to date, and have committed to help with further capital funding. We are grateful for this assistance and hope that this provision of private funding will encourage the state to fund a portion of the capital costs, giving the project a higher priority than it now has.

We were surprised that the proposed bridge width has been reduced from 15 feet to 12 feet. Given the impending opening of the casino, the bridge will see a great deal of use by cyclists and walkers who need to share the limited space. Nearly all other pedestrian bridges recently built or under construction by MassDOT exceed this reduced width, adopting a standard that is 14′ or wider. We urge you to adopt the more generous standard that reflects the design standards for 21st century bike and pedestrian bridges. When it is constructed, the bridge will be the only safe, off-road non-vehicular connection between North Shore communities and Boston.

Sincerely,

Stacey Beuttell
Deputy Executive Director

Comments on the Supplemental Information Document for the Back Bay/South End Gateway Project

October 5, 2017

Brian Golden, Director
Boston Planning and Development Agency
ATTN: Michael Rooney
One City Hall Square
Boston, MA 02201-1007

RE: Comments on the Supplemental Information Document for the Back Bay/South End Gateway Project dated August 18, 2017

Dear Mr. Golden:

WalkBoston has reviewed the documents for Back Bay/South End Gateway Project many times. Although the proponent has made efforts to address some of the issues we raised in our prior comments, we continue to have concerns about the project impacts to the extremely busy pedestrian environment around the project area, and to several of the design elements suggested by the proponent.

We have reviewed the letter submitted by South End resident Ken Kruckemeyer and would like to concur with his comments and his very thoughtful suggestions about how to remedy some of the problems that he describes.

Possible garage exit ramp across the Dartmouth Street sidewalk adjacent to the Station
We remain vitally concerned about the possibility of an exit ramp from the project garage onto Dartmouth Street into the heaviest pedestrian traffic in the area. Back Bay Station Orange Line, Commuter Rail and Amtrak service presently serves approximately 64,000 passenger trips (alighting and boarding) each day. Many more pedestrians are simply walking by the site, arriving on buses, via cabs and in automobiles. The MBTA, MassDOT, and all people concerned with the continued economic vitality of the Boston area and a more sustainable transportation system, hope that this number will rise significantly over the coming decades. The Back Bay/South End Gateway Project must be designed and managed in such a way that the transit and transportation functions of the station are enhanced.

WalkBoston does not think that a project design that includes a garage exit ramp that requires cars to cross the Dartmouth Street sidewalk is acceptable. Putting the interests of drivers above those of the tens-of-thousands of pedestrians who use this sidewalk is not an appropriate use of public space. Given the intensity of sidewalk use, and the overlap of peak transit and garage use, we do not believe that the ramp can be designed and/or managed acceptably. Asking pedestrians to wait while single cars exit the garage is not a reasonable solution.

We are very concerned about the changes proposed for the station, the bus layover and the sidewalks and interior passageways, but we believe the exit ramp onto Dartmouth Street is a potentially disastrous step to take in such a congested area. We urge the BPDA to recommend that further consideration of the project as presently designed be delayed until this issue is resolved favorably with no garage ramp exiting across the Dartmouth Street sidewalk.

We would 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,

Wendy Landman
Executive Director

Cc Secretary of Transportation Stephanie Pollack City Council President Michelle Wu City Councilor Josh Zakim Ellis South End Neighborhood Association Bay Village Neighborhood Association Neighborhood Association of Back Bay Ken Kruckemeyer

Comments on the FEIR for the Back Bay/South End Gateway Project MEPA: #15502

August 11, 2017

Matthew Beaton, Secretary
Executive Office of Energy and Environmental Affairs (EEA)
ATTN: Alex Strysky, MEPA Office
100 Cambridge Street, Suite 900
Boston MA 02114

Brian Golden, Director
Boston Planning and Development Agency
ATTN: Michael Rooney
One City Hall Square
Boston, MA 02201-1007

RE: Comments on the FEIR for the Back Bay/South End Gateway Project
MEPA: #15502

Dear Sirs:

WalkBoston has reviewed the FEIR for Back Bay/South End Gateway Project. While we appreciate the proponent’s efforts to address some of the issues we raised in our DEIR/DPIR comments, we continue to have concerns about the project impacts to the extremely busy pedestrian environment around the project area, and to several of the design elements suggested by the proponent.

Per our own quick review of MBTA data, Back Bay Station Orange Line, Commuter Rail and Amtrak service presently serves approximately 64,000 passenger trips (alighting and boarding) each day. Many more pedestrians are simply walking by the site, arriving on buses, via cabs and in automobiles. The MBTA, MassDOT, and all people concerned with the continued economic vitality of the Boston area and a more sustainable transportation system, hope that this number will rise significantly over the coming decades. The Back Bay/South End Gateway Project must be designed and managed in such a way that the transit and transportation functions of the station are enhanced.

Our key comments and concerns are as follows.

1. Possible garage exit ramp across the Dartmouth Street sidewalk adjacent to the Station
The project proponent and MassDOT support, and are eagerly awaiting, the decision of the FHWA about the closing of an I-90 on-ramp which would allow the project to locate the garage exit elsewhere.

WalkBoston does not think that a project design that includes a garage exit ramp across the Dartmouth Street sidewalk is acceptable. Putting the interests of drivers above those of the tens-of-thousands of pedestrians who use this sidewalk is not an appropriate use of public space. Given the intensity of sidewalk use, and the overlap of peak transit and garage use, we do not believe that the ramp can be designed and/or managed acceptably. Asking pedestrians to wait while single cars exit the garage is not a reasonable solution.

We urge MEPA to recommend that further consideration of the project as presently designed be delayed until this issue is resolved favorably with no garage ramp exiting across the Dartmouth Street sidewalk.

2. Route and layover location for Bus 39
The proponent seems to have reached a reasonable set of recommendations for much of the routing of Bus 39. However, in order to provide accessible and weather protected transfers for people wishing to use the Orange Line, Commuter rail or Amtrak services, the route should include a stop at Back Bay Station on both its inbound and outbound routes. This is particularly important because the Green Line is not fully accessible for people with disabilities and people with strollers.

The FEIR does not provide any details about layover for the Route 39 buses, a critical issue to keep this very busy route operating with reasonable service levels.

Until these questions are resolved, we do not believe that the transportation planning for the project has been adequately addressed and request that the proponent be directed to work
with the MBTA and the City of Boston to find fully workable solutions.

3. Dartmouth Street Sidewalk
The width of this critical sidewalk – critical because of its role as a major element of the Back Bay transportation system that serves well in excess of 70,000 pedestrian trips/day – is
constrained by the introduction of a wide furnishing zone and the filling in of the walking area in the weather-protected arcade beneath the station arcade and the existing garage overhang.
We urge the proponent to continue to modify the sidewalk plan so as to maximize the walking area. A 13-foot sidewalk (at the station) and a 17-foot sidewalk at the new commercial frontage (where the existing garage is located) are each narrower than the existing sidewalk and are not adequate in this location. The arcade could be kept open to walkers, the first floor of new commercial building could be set back, and the large planters shown should be removed (especially important along this street frontage where people will be getting picked up and dropped off).

4. Pedestrian Bridges across Stuart Street and Trinity Place (outside the project site)
We urge the proponent to delete the pedestrian bridges (other than the one internal to their site) as unnecessary and deleterious to the active street life that makes Boston a walkable and lively City. We disagree with the proponent’s contention that “the pedestrian bridge(s) will …further enhance transit access, pedestrian safety, and neighborhood connectivity.” In fact we believe that such bridges diminish all of these characteristics.

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,
Wendy Landman
Executive Director

Cc Secretary of Transportation Stephanie Pollack
Laura Brelsford, MBTA Assistant General Manager, System-Wide Accessibility
City Council President Michelle Wu
City Councilor Josh Zakim
Ellis South End Neighborhood Association
Bay Village Neighborhood Association
Neighborhood Association of Back Bay
Ken Kruckemeyer

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Comments on the DEIR/DPIR for the Back Bay/South End Gateway Project

April 18, 2017

Matthew Beaton, Secretary
Executive Office of Energy and Environmental Affairs (EEA)
ATTN: Alex Strysky, MEPA Office 100 Cambridge Street, Suite 900
Boston MA 02114

Brian Golden, Director
Boston Planning and Development Agency
ATTN: Michael Rooney
One City Hall Square
Boston, MA 02201-‐1007

RE: Comments on the DEIR/DPIR for the Back Bay/South End Gateway Project
MEPA: #15502

Dear Sirs:

WalkBoston has reviewed the DEIR/DPIR for Back Bay/South End Gateway Project. We are concerned about this project because of its impacts on rail and bus transportation, walking and biking. With the latest submission of plans for the project, we continue to see serious issues with pedestrian access into, through and around the site. These are described below.

Inappropriate relocation of the layover site for the Route 39 bus
The proposal states that the layover site for the Route 39 bus will be located “off-‐site.” Back Bay Station is one end of this bus route, which is one of the busiest in the MBTA system, serving Back Bay, the Fenway and Jamaica Plain. Buses congregate here and wait until schedules require them to return to the main route.The proposal for Route 39 is to remove it entirely from the streets directly connected to Back Bay Station, and to truncate the route before it connects with the Orange Line or the commuter rail/Amtrak services. Reducing the convenience of connections between Route 39 and other portions of the MBTA system will result in negative impacts on transit riders that should be avoided. We urge the City and MEPA to require the proponent to bring Route 39 back to the station. A possible layover site is Trinity Place (between Stuart and St. James Streets). The re-‐routing of the 39 bus route to this layover location could provide a reasonable drop-‐off and pick-‐up solution on Stuart Street, which will have direct pedestrian access in Back Bay Station for bus riders.
Sidewalks that surround the site
Sidewalks along the Dartmouth Street side of the project, where foot traffic is already heavy and likely to increase due to the new development, have been widened to a minimum of 13 feet, as shown in Fig, 3.8b. Sidewalks along Stuart Street are to be a minimum of 11 feet, as shown in Fig, 3.8c, perhaps reflecting the proponent’s projection of likely foot traffic on this side of the site. Along Clarendon Street, sidewalks range from 9 to 15 feet, as shown in Fig. 3.8d; it is not entirely clear if the 9’ width is a result of the footprint of the proposed residential building.Sidewalks may not be sufficiently wide, especially if street trees, planters or bicycle parking are also accommodated in the width otherwise available for pedestrians.A large public plaza is proposed at the Clarendon Street intersection to replace the existing forecourt to the east entrance to the station. Here sidewalks are very wide and the plaza offers generous open space. Much of this plaza appears to be for passive use to people walking by, although there is a retail space provided in one corner that, if used as a restaurant, might result in tables on the outdoor plaza.We are pleased to see that the principal entrance to Back Bay Station on Dartmouth Street is enhanced by the addition of major new entrances framed by the arch and a design that focuses on providing continuity of the sidewalk and interior surfaces to unite them and welcome users. An enlarged Dartmouth Street crosswalk that is 60 feet wide along the site’s frontage will be centered on the new entrance. Taxi zones are provided both north and south of the main entrance.We are pleased that the proponents have increased sidewalk widths by comparison to the earlier proposals.
Movement on sidewalks around the perimeter of the project
The project site is in a pedestrian-friendly portion of the city. There are more people walking along and crossing the perimeter streets than there are drivers using these same streets. For example, looking at the existing condition pedestrian volumes counted between 8:00 and 9:00 AM in 2016 in Figure 4.6a, we note that there are 2,253 people crossing Dartmouth in front of Back Bay Station, 1,264 walkers crossing on the east walk of the Stuart Street/Dartmouth Street intersection, 1,098 pedestrians crossing Stuart Street at Trinity Place, and 1,646 pedestrians crossing Stuart Street at Clarendon Street. A total of 1,071 pedestrians crossed the garage driveway on Clarendon Street during this period.Meanwhile, in the same period, Dartmouth Street handles 486 cars northbound and 703 cars southbound. Stuart Street handled 784-1,057 vehicles in this period and Clarendon Street handled 503-625 vehicles.Although there are 15 different projections of vehicular traffic under alternative futures, there are no projections at all of pedestrian traffic. There are, however, projections of pedestrian level of service at selected intersections. See Table 4.12.3 page 4-126. The accompanying text states that PLOS doesn’t change between Existing, No-build and Build Conditions because walk times and cycle lengths will not change. Is this a valid conclusion without he benefit of projecting future pedestrian volumes?Based on the data that was provided, it appears that there are about three times as many pedestrians as there are cars during peak hours.
Movement across the sidewalk – Dartmouth Street
In order to improve access to the proposed parking garage, the proponent has proposed changing Turnpike access patterns and partially shifted vehicle access and egress away from Stuart and Clarendon Streets and provided a new exit onto Dartmouth Street. These changes directly affect pedestrian safety at the principal pedestrian access to Back Bay Station.As shown on the proponent’s plans, the proposed vehicular exit from the garage is in an inappropriate location on Dartmouth Street. The exit ramp will pose a hazard for pedestrians on this portion of Dartmouth Street, where thousands of people (see numbers in Section 3 above) are walking during peak hours. This location is an especially busy and important place for pedestrians walking to, through and making connections to transit.Shifting the location of Turnpike access so significantly by removing a major access point to the westbound Turnpike in the midst of Back Bay and requiring all drivers to use alternative access on Huntington Avenue does not make sense for this part of the City. This does not seem an appropriate choice in the context of Boston’s adoption of Vision Zero and the City’s declaration in GoBoston 2030 that Boston will “prioritize the movement of people over cars.”
WalkBoston does not believe that it is in the interest of public safety and convenience to shift existing vehicular access so that it results in a garage exit ramp in a congested pedestrian zone. An alternative to this garage exit ramp should be developed.
Movement across the sidewalk -Clarendon Street
On the Clarendon Street side of the property, there are multiple garage entrances and exits as there are today, and the sidewalk needs very careful treatment to protect pedestrians. The proposal to add a bulb out to shorten the Clarendon mid-‐block pedestrian crossing is a good idea. As noted above, WalkBoston believes that Clarendon Street is a better location for garage and Turnpike access than the proposed Dartmouth Street garage exit and circuitous Turnpike access.The new plaza on the Clarendon Street side of the property has been designed with a drop-‐off lane that doubles as a route for delivery and service vehicles for the residential and retail occupants of the structure. The drop-‐off lane occupies what appears to be about 40% of the plaza, and raises the question of whether it needs to be this size.If the space is being used primarily for vehicular needs – drop-offs, taxis, deliveries, service, and potential bus storage – that colors the manner that the design might take for the plaza. If, on the other hand, some of the vehicular needs could be transferred to the street – perhaps with some widening to accommodate the intended use. Getting rid of the drop-off lane would considerably improve the potential for this plaza to be genuinely pedestrian-friendly, and open it to other retail uses that would enhance the productivity and attractiveness of this end of the property.
The station area concourse
We are gratified that the proponent enlarged the proposed waiting area, rather than transforming it into a retail facility. However, we continue to be concerned about the redesign 4 of the concourses to narrower passageways lined by many retail facilities. New retail activity will increase in the number of pedestrians to accommodate on the narrowed concourses. The relocation of the commuter rail and Amtrak ticket offices to a new location at a substantial distance from either the waiting area or the entrances to the rail platforms seems ill-‐advised. The proposed new location is deeper within the station area, much closer to the east entrances than to the likely more important west entrances. It is also indistinguishable from adjacent retail stalls that may or may not have relevance for rail travelers. The proposed layout is occurring during a period of reduction in the number of small retail businesses in many locations, including central Boston and the Back Bay. Active ticket offices in a central location may be more important to bolster other retail outlets, and benefit the management and rental of retail stalls throughout the station area.
Construction on the rail station platforms
The proposal calls for use of the station platforms for supports for the new high-‐rise building being built in the Station East portion of the project. These new obstructions narrow the platforms for waiting or alighting passengers and add complexity in an environment where moving to or from access points is already complicated. This is true of both the Orange line platform, serving both directions for subway passengers and the southernmost railway platform serving commuter rail passengers to and from the south and southwest, including Providence, New York, Washington and the entire eastern seaboard.Using the existing rail platforms for construction of these supports will obstruct passenger traffic during construction as well as after completion. Designs should be carefully integrated with existing obstructions such as columns to minimize interference with passenger traffic flow.

We are very concerned about the changes proposed for the station, the bus layover facility, the vehicle circulation, sidewalks and interior passageways. We would 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,

Wendy Landman Bob Sloane
Executive Director Senior Project Manager

Cc City Council President Michelle Wu
City Councilor Josh Zakim
Ellis South End Neighborhood Association
Bay Village Neighborhood Association
Neighborhood Association of Back Bay

Waterfront Square at Revere Beach Comment Letter

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