Tag: Pedestrians

Comments on The Draft Downtown Waterfront Municipal Harbor Plan (DTW MHP) 11/18/16

Comments on The Draft Downtown Waterfront Municipal Harbor Plan (DTW MHP) 11/18/16

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November 18, 2016

Mr. Richard McGuinness
Deputy Director for Waterfront Planning
Boston Planning and Development Agency
One City Hall Square
Boston, MA 02201

Dear Mr. McGuinness,

We write to you with comments regarding the Draft Downtown Waterfront Municipal Harbor Plan (DTW MHP), with particular reference to the relationship of that plan to the future of the existing historic Northern Avenue Bridge.

Several elements of the draft plan are particularly relevant to our comments, and we have attached a number of citations from the DTW MHP and the Greenway District Planning Study Use and Development Guidelines that underlie our comments.

The Northern Avenue Bridge is an important contributing element to the downtown waterfront, and in fact, is a critical piece of the existing Harborwalk. Yet, the Bridge was seldom discussed at the public meetings. Mention of it was consistently dismissed or put on hold citing the City’s sponsored competition and unclear future plans for the fate of the historic bridge.

Part of the Downtown Waterfront vision included in the public realm plan includes clearly defined connections with well-­‐organized, high quality, and walkable pedestrian links. Failure to include a meaningful discussion of benefits and proposed interim connections to the Northern Avenue Bridge, we feel is shortsighted. As made clear from decades of resident and visitor use, the Bridge is key to enhancing pedestrian access and should be included and acknowledged in the Municipal Harbor Plan.

  •  The Bridge is a critical element of the walking environment providing the most convenient, attractive and harbor-­‐connected way for people to walk between the waterfront, downtown and the South Boston Harborwalk. This connection is called out as a core component of the MHP. Because the bridge is flat, is directly adjacent to the Harbor, and provides at-­grade connections to the street grid it is uniquely well suited to serve pedestrians and bicyclists.
  • The Bridge’s historic character is one of the most important contributors to District’s sense of place and connection to Boston’s industrial past. As stated in the DTW MHP (page 10), “Boston’s history and development are inextricably linked to the Downtown Waterfront District.” What better way to provide continuity than to keep the historic Bridge as a lively and well-­‐used element of the Harbor and Harborwalk.

We urge the City to include the Northern Avenue Bridge in the revisions to this draft Municipal Harbor Plan, with a discussion of the relevance of its flat profile, the proximity to the water surface that it provides for Harborwalk users, and the contribution of its industrial superstructure to the downtown waterfront environment. Not doing so is a conspicuously missing piece of what is otherwise an excellent draft plan.

Thank you for the opportunity to provide comments on the draft plan.

Sincerely,

Greg Galer, Boston Preservation Alliance
Jill Valdes Horwood, Boston Harbor NOW
Paul Farrell, Michael Tyrrell, Dan McNichol, Friends of the Northern Avenue Bridge
Sara McCammond, Joe Rogers, Fort Point Neighborhood Association
Wendy Landman, WalkBoston

Cc Matthew A. Beaton, Secretary, EEA
Bruce Carlisle, Director, CZM
Ben Lynch, Waterways/Chapter 91 Program Chief, DEP
Brona Simon, SHPO, Massachusetts Historical Commission
Susan Goldberg, Circuit Executive, First Circuit Court of Appeals

Relevant citations from the DTW MHC and Greenway District Planning Study Use and Development Guidelines

From page 5 of the DTW MHP: “The DTW MHP implements the goals established in the Request for a Notice To Proceed (“RNTP”). The six goals in the DTW RNTP are to: 1. Continue to Develop the District as an Active, Mixed-­‐Use Area that is an Integral Part of Boston’s Economy; 2. Promote Access to Boston Harbor, the Harbor Islands and Water Transportation; 3. Improve Waterfront Wayfinding and Open Space Connections; 4. Enhance Open Space Resources and the Public Realm; 5. Create a Climate-­‐Resilient Waterfront; and 6. Implement the Greenway District Planning Study Wharf District Guidelines.”

And, from page 30 where the goals for the plan are described: “Connectivity: Strengthened connections from Downtown to the Harbor, Downtown to the South Boston Waterfront, from the Greenway to the waterfront, and from north to south. Boston has an incredible wealth of linear park systems and paths, from the Freedom Trail to the Walk to the Sea to the Rose Kennedy Greenway. This plan is an opportunity to enhance these connections and their relationship to the waterfront, and strengthen the Harborwalk and the Greenway—to draw people along the water’s edge and along one of the great park systems of the city. The key priorities are:

  •  North-­‐south connections, along both the Harborwalk and the Greenway. • East-­‐west links between the Greenway and the waterfront, building on the
  • Crossroads Initiative.

o  Connections from Northern Avenue to the South Boston Waterfront.
o Increasing water transit opportunities and connections, both within the Inner
o Harbor and beyond to neighboring communities.
o  Increasing accessibility by all modes, with a special emphasis on the pedestrian.

As noted above, the DTW MHP includes as one of its goals the implementation of the Greenway District Planning Study Use and Development Guidelines that include the following Wharf District Guidelines:

“The Hook Lobster Site (15 Northern Avenue), the U.S. Coast Guard Building and 400 Atlantic Avenue together frame important new connections to the emerging South Boston waterfront. These include the Old Northern Avenue Bridge, a part of the Oliver Street/Northern Avenue Crossroad, and the Moakley Bridge. While these sites are limited in size and development potential (particularly the Hook site), they nonetheless offer the possibility of increased legibility for both pedestrians and motorists where it is currently lacking. These parcels should contribute to the continuity and accessibility of the Harborwalk, which presents a significant challenge where the Moakley Bridge ramps up above grade. (Page 20)

“All developments in the Wharf District should enhance the continuity and accessibility of the Harborwalk by providing additional points of connection from the Greenway and by “repairing” breaks in the community caused by grade changes and buildings or other obstructions.” (Page 21)

South End Neighborhood Evening Walk Assessment Springfield

South End Neighborhood Evening Walk Assessment Springfield

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

Read the full report here:
WalkBoston-SouthEndEveningWalkAssessment-Springfield

Egleston Square Walk Audit

Egleston Square Walk Audit

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In the summer of 2016, Urban Edge and WalkBoston initiated a conversation about scheduling a walk assessment for the Egleston Square area to examine pedestrian infrastructure conditions in this highly trafficked Main Streets corridor. Concurrently, the Boston Planning and Development Agency (BPDA – formerly the Boston Redevelopment Authority) was pursuing (and continues to pursue) its PLAN: JP/Rox planning and development study for the Washington Street corridor. This area includes Egleston Square as well as Stonybrook, which has been designated a “Neighborhood Slow Streets” pilot as part of the City’s Vision Zero efforts to eliminate traffic fatalities and serious injuries. Urban Edge’s push for a walk assessment and BPDA staff’s interest in applying innovations from the Slow Streets pilot more broadly both highlight a strong desire for transportation infrastructure that accommodates all road users, whether they are walking, bicycling, driving or taking transit.

Read the full report here:
WalkBoston-EglestonSquareWalkAudit

Comments on South Boston Waterfront Transportation Center EEA 8505

Comments on South Boston Waterfront Transportation Center EEA 8505

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September 12, 2016

Matthew Beaton, Secretary
Executive Office of Energy and Environmental Affairs
Attn: MEPA Office Analyst: Page Czepiga EEA 8505 and 13367
100 Cambridge Street, Suite 900
Boston, MA 02114

Re: South Boston Waterfront Transportation Center EEA 8505 and 13367

Dear Mr. Beaton,

WalkBoston appreciates the opportunity to comment on the current proposal for the South Boston Waterfront Transportation Center. We have focused on pedestrian issues associated with this project.

This proposal is quite forward-looking for pedestrians who will be using the facility and/or passing through the site. Users of the Center will be served by pedestrian paths through the site, by the adjacent MBTA Silver Line World Trade Center station and by parking on 9 levels with pedestrian access via elevators and stairs to both D Street and the World Trade Center Avenue Viaduct. As the nine parking levels will be partly located below and partly above the principal level of the Center, the principal pedestrian movements will be centralized at a midway garage floor that corresponds to the level of the World Trade Center Avenue Viaduct. Pedestrian access between transportation modes and exits into the surrounding area will take place primarily at the level of the viaduct.

Several significant pedestrian facilities have been proposed at the viaduct level to integrate the Center into the Seaport and provide connections to business centers and activities in the area, as well as transportation modes that are focused in the area. These viaduct level facilities include:

1. A garage floor that also serves a concentration of a large number of pedestrian movements made at this level.

  • Pedestrian paths could be marked or painted for walkers on the garage floor or developed with imaginative lighting. These walkways would make walking through this large garage safer for walkers by providing a clear path and a physical reminder and warning to drivers. The viaduct level in particular will have many pedestrians.
  • It would be helpful to begin the proposed wayfinding system within the garage with emphasis on information at the elevators and at the viaduct level of the garage. A substantial installation of signs could direct arriving patrons from parking locations toward appropriate exits and show the multiplicity of potential destinations that can be reached by each of the major exits.
  • Smart phone apps could be developed to provide detailed information for pedestrians to use on their phones or pads to find specific routes to desired destinations.

2. A proposed pedestrian bridge between the Transportation Center and the existing Waterside Place building for residents who will be using the garage. The bridge will be connected into the pedestrian network provided for the viaduct level of the Center.

  • Although the bridge will not be used for access between the Center and Congress Street by non-residents, it should be integrated with the wayfinding and pathway system devised by the proponent.

3. A midblock pedestrian walkway between D Street and the World Trade Center Avenue Viaduct on the south side of the Center structure is proposed to aid pedestrians in reaching the variety of destinations around the Center. The walkway provides pedestrian connections from the World Trade Center Avenue Viaduct and the John Hancock and other buildings along D Street. The walkway, to be built primarily at viaduct level (although it slopes down to meet the grade of D Street), will be approximately 18’ wide, well-lighted and roofed for the majority of the distance between the streets that act as a boundary of the Center.

  • This long (xxx) walkway does not seem to be overlooked by any people other than those on the walk itself. We request that MassPort provide some details about how the security of walkers will be assured.
  • This walkway should be weather-protected on the side facing the MassPort Haul Road.
  • The walkway should be signed to guide pedestrians to destinations on either side of the Center. Signage should be integrated into the overall wayfinding network for the Center and proposed networks for the surrounding area.
  • The walkway could be enhanced by the addition of facilities such as benches for walkers and intervening electronic posters or interactive displays to enliven the area.

4. Pedestrian plaza facing D Street. The D Street (east) side of the Center will include a generous landscaped plaza as a major contribution to upgrading the current appearance and softening the edges of the structure.

  • This plaza should also be signed and designed with paths to guide pedestrians to destinations on either side of the Center. Signage should be integrated into the overall wayfinding network for the Center and the district.

5. Pedestrian plaza facing World Trade Center Avenue Viaduct. A large public open space will be provided on the viaduct (west) side of the Center. It will provide space for direct access from the viaduct into the Transportation Center, with connections into the adjacent MBTA World Trade Center Station, a shuttle bus drop-off location on the street, landscaping, bicycle parking (and possibly repair) and information kiosks. Significantly, it will include a covered walkway between the viaduct and the Center. This covered walkway will become part of an extended covered pedestrian facility that will extend between Congress and Summer Streets.

  • The new covered walkway will be a major feature of this project and a harbinger of the future pedestrian network that will extend beyond this location and connect between both the World Trade Center and the Boston Convention and Exposition Center. It should protect pedestrians in all weather conditions.
  • The covered walkway should also be an integral portion of the wayfinding network for the Seaport area. A central focus could be an interactive display that helps walkers find their desired destinations, and tells each how long the walk will be for them in the minutes 3 required to make the connection. The proposal calls for displays of real-time modal availability and schedule information, interactive kiosks and bicycle parking and possibly the availability of pedi-cabs.
  • This large setback seems to set the stage for a future land use that faces World Trade Center Avenue. We think that lively uses along the Avenue would be a good addition to the area’s pedestrian environment.

WalkBoston is excited about the generous additions of elements in this project that will enhance and encourage pedestrian movement throughout the area. Thank you for your consideration of our comments.

Sincerely

Bob Sloane
Senior Planner

Ashley Boulevard/Nash Road Intersection Comment Letter

Ashley Boulevard/Nash Road Intersection Comment Letter

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September 9, 2016

Principal Lina DeJesus
Abraham Lincoln Elementary School
445 Ashley Boulevard
New Bedford, MA 02745

Dear Principal DeJesus:

As part of the ongoing efforts to improve the safety of students walking to the Lincoln School, Kim Ferreira asked that WalkBoston evaluate the Ashley Boulevard/Nash Road intersection and recommend strategies to improve pedestrian safety at this intersection and along the Ashley Boulevard corridor.

On Thursday, September 1, I observed school dismissal from the Lincoln School and walked the Ashley Boulevard corridor from the school to the Ashley Boulevard/Nash Road intersection. While I saw some students walking from the school south down Ashley Boulevard, the majority of students were met by their parents or caregivers on the school grounds and then walked to their cars parked on the neighboring streets. Given that this was the first day of school, dismissal patterns may not be indicative of a typical day.

Below is a summary of my observations and short and long term recommendations for pedestrian safety improvements.

Ashley Boulevard and Nash Road Intersection

Description:
The Ashley Boulevard and Nash Road intersection has crosswalks and pedestrian countdown traffic signals on all four approaches. The traffic signals are push button-activated and on an exclusive phase, which means vehicular traffic is stopped in all directions when the WALK light is illuminated. At least two of the countdown signals are not working properly due to blown bulbs or some other mechanical failure. The walk time given to pedestrians is sufficient to cross the street before the DON’T WALK signal is fully illuminated. “No Right Turn on Red” signs are posted on all four corners. Parallel parking is allowed on both sides of the street on both Ashley Boulevard and Nash Road.

Nash Road connects Pleasant Street to Belleville Avenue across New Bedford, and is the only complete east-west connection between Tarkin Hill Road and Sawyer Street. Given this link, the road may carry higher volumes of traffic (SRPEDD or the City of New Bedford may have traffic volume data).

Traffic speeds were not excessive during the observed timeframe, although we have heard that traffic speeds are high along this corridor during off peak times. Driving behavior during the on peak time included accelerating to beat the red light and exhibiting frustration due to slow-moving traffic.

Ashley Boulevard/Nash Road intersection is signalized and has crosswalks across all approaches.
Pedestrian countdown signals are push button-activated, but two are not functioning properly.

 

Recommendations

Short-term:

  • Repair pedestrian countdown signals
  • Enforce no parking ordinances near the Ashley/Nash intersection and crosswalks
  • Enhance the crosswalk markings to a ladder crosswalk design
  • Enforce speed limits and/or place temporary speed trailer near the intersection to record traffic speeds and encourage slower driving

Long-term:

  • Install curb bump outs to shorten pedestrian crossing distances and give pedestrians greater visibility beyond parked cars. Bump outs have the added benefit of preventing drivers from parking too close to the intersection and the crosswalks. Bump outs should be designed similar to those proposed in the MA Safe Routes to School infrastructure project between the Ashley and Lincoln Schools.
  • Consider changing the exclusive pedestrian phase to a concurrent phase with a leading pedestrian interval. A concurrent phase gives walkers a WALK light when vehicular traffic is moving parallel to them. A leading pedestrian interval gives walkers the WALK light for at least 4 seconds before traffic moving parallel to them is given the green light. This added time gives pedestrians a chance to get into the crosswalk so that drivers can see them and yield to them.

School Dismissal

Dismissal was a typical demonstration of the controlled chaos that exists between drivers and walkers on elementary school grounds. According to the Lincoln School’s arrival and dismissal routines described in the student handbook, students in grades K-2 are dismissed on the Glennon Street side of the school. Students in grades 3-5 are dismissed on the Query Street side at the edge of the playfield. Parents/caregivers are expected to park and walk over to pick up their child.

Cars were parked on all the neighborhood streets around the Lincoln School and on both sides of Ashley Boulevard. Parents/care givers walk to the school, retrieve their children and walk back to their cars or to their homes. Both Query Street and Glennon Street are one-way streets with traffic flowing east toward Ashley Boulevard.

I did not observe dismissal along Glennon Street, but there were students at the school’s entrance waiting to be picked up by cars entering the school grounds from Ashley Boulevard. This location was one of the two most congested locations during dismissal. Drivers formed two lanes; some drivers parked along the curb and got out to meet their child. All of this traffic exited the school grounds onto Glennon Street. Glennon Street was backed up due to traffic coming from the east and high volumes of traffic on Ashley Boulevard.

Dismissal at the building entrance where drivers formed two lanes. Some parked along the curb to retrieve their child.

The second most congested location was at the Query Street dismissal location. Drivers park along the north side of the street and cross over through the traffic to reach the dismissal location. Walking between cars is dangerous and was done frequently with and without children. There is an extra pull-off lane along the playfield for drivers to park and pick up their child. Once in this pull-off lane it was difficult for drivers to get out to allow another person to pull into the space. Traffic from Query Street is also trying to get onto or across Ashley Boulevard.

Cars backed up on Query Street waiting to turn onto Ashley Boulevard.

There were no crossing guards on Ashley Boulevard either at the intersection of Query and Ashley, or at Glennon Street and Ashley Boulevard. Neither intersection is signalized. Given the high traffic volumes on Ashley Boulevard during school dismissal, people walk between cars (usually in the crosswalks) to cross the street. This behavior is dangerous particularly for children who are not as easily seen as adults.

Walkers navigating the traffic on Ashley Boulevard.

Short-term Recommendation:

  • Place crossing guards at the Query/Ashley and Glennon/Ashley intersections. Ideally, the crossing guards or traffic police could help direct traffic as well as cross the children/parents safely

Without more information on typical dismissal issues and policies, and additional days to observe dismissal, any additional recommendations made would be most likely be inaccurate or unhelpful. If you would like us to review dismissal procedures and make additional recommendations, then we can come back and meet with school staff and observe additional dismissals.

I would be happy to answer any questions you have about the information presented here. Feel free to give me a call at (617) 367-9255 or email me at sbeuttell@walkboston.org.

Thank you. I wish you all the best for the 2016-2017 Academic Year.

Stacey Beuttell
WalkBoston, Program Director