Tag: sidewalks

Comment Letter: General Electric Headquarters Project EA 15547

Comment Letter: General Electric Headquarters Project EA 15547

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September 30, 2016

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

Re: General Electric Headquarters Project EA 15547

Dear Mr. Beaton,

WalkBoston has reviewed the Expanded Environmental Notification Form for this project and we
offer our comments below.

We are excited that GE is locating its headquarters in Boston, and is proposing a project that has such an urban plan where the great majority of trips to the site will be by people walking – about 70% if both walking and transit/walking trips are included. Ensuring that walking connections to the site are convenient, accessible and attractive will be critical to welcoming the public and GE staff to the headquarters.

We think there are several aspects of the site that are exciting for pedestrian access, and where great attention to the details of the walking environment will provide important access benefits.

1. The Fort Point Channel setting – The public realm improvements associated with the project are substantial and will take advantage of the waterside site for its many users.

• The project will include a major building entrance facing a widened 18-foot Harborwalk. On the water’s edge overlooks are provided to heighten contact with the Channel and its water views. A seating zone along the Harborwalk is provided as an extension of the central plaza between Brick Buildings and the New Building. We hope that GE will include site programming that takes advantage of the waterfront portion of the site.

• A path network connects the site with the Harborwalk, including accessible paths. It is likely that many pedestrians will use the stairway from Summer Street to the Harborwalk as this is the most direct route between the site and South Station. The route should be well marked with pedestrian wayfinding signs.

• We recommend adding shade trees along the Harborwalk, and amenity that is mentioned quite often in walkers’ comments.

2. Site entrance on Necco Street – Compared with the Harborwalk entrance, the Necco Street entrance design seems less well developed in the EENF. However, this will be the principal entrance to the site for residents arriving from the Fort Point and Seaport Districts, South Boston, and for people driving to the site. Also, Necco Street will of necessity be the route for people with disabilities because the Harborwalk access is via a stairway from Summer Street and the site.
• The Necco Street entrance should be designed to be as important and attractive as the Harborwalk entrance. The sidewalk is shown as widened to 12’, but is narrowed to carve out a lengthy vehicle drop-off lane along much of the site’s frontage. The sidewalk also accommodates the loading zone and garage entries, and bicycle storage on the sidewalk is also suggested. In combination, this mix of service uses would diminish the quality and functionality of the Necco Street sidewalk. We request that the proponent re-examine the sidewalk design to provide a gracious and welcoming entrance along Necco Street.

• Necco Street should be designed as a tree-lined street. In the 100 Acres Plan (2007) that includes this site, Necco Street is proposed to provide walking access to the proposed parkland that extends from the Fort Point Channel to the Boston Convention and Exhibition Center. The street is privately owned, suggesting the possibility for joint action with neighboring properties to improve it. The street right-of-way is nearly 60’ wide which could readily incorporate a design that accommodates two 10-foot travel lanes, two 7-foot parking lanes, and a wide tree-lined sidewalk along the site that also includes
benches and additional landscaping.
• The sidewalk at the main entrance to the buildings should have additional width to accommodate the many potential users. A compelling and elegant front door might be incorporated into the plans for reconfiguring the Brick Buildings.
• A Necco Street crosswalk should be provided at Necco Court to accommodate safe crossing from the large Necco Street Parking Garage across the street.

3. Off-site approaches to the Necco Street site entrance – The existing walking route from Summer Street (and thus South Station) to the boundary of the site is difficult for persons with disabilities to travel. The proponent should take the lead in ensuring that walking improvements are made to this route. This may require significant coordination with the City and with neighboring landowners, but will result in improved access for all users of the neighborhood.

• There is no curb ramp provided from Dorchester Avenue onto the Summer Street Bridge (south/GE side of the bridge). A curb ramp should be provided.

• Accessible access to GE from Summer Street will need to be provided via Melcher Street. However, the sidewalk along the south side of Melcher Street appears appears to have an excessive cross slope that is hazardous for persons with disabilities, and difficult for anyone pushing a stroller or pulling a suitcase. This cross slope will need to be fixed.

• Between Melcher Street and Necco Court on the west side of Necco Street, the sidewalk appears to be 8’ wide, but curb ramps are not provided where driveways cross the street. The sidewalk should be rebuilt to meet ADA requirements and provide a gracious walking route between GE and South Station.

4. Winter weather conditions and general maintenance –

• Management and operations planning should ensure good snow clearance between the site and South Station along the Harborwalk and the sidewalks of Necco and Melcher Streets. The proponent should work with adjacent property owners and business associations to assure good access to its site under winter weather conditions.
• The proponent should explore a greater degree of enclosure and a weather-resistant design for the GE Plaza walkway, a portion of which will be covered by a translucent canopy suspended between Brick Buildings and New Building. The current plan appears to work primarily in warm months, and multi-season use will add interest and vitality to the site.

5. Off-site issues – We urge the proponent to work with the city and the neighboring property owners to bring all nearby pedestrian facilities up to date.

• For example, the sidewalk at the bend of Necco Street (just south of the proponent’s site) needs to be completed, and there are uneven and heaved bricks in the Necco Street sidewalk from the bend to A Street. In addition several areas of the A Street sidewalk toward the Broadway Red Line station are not ADA compliant, because they are too narrow or have missing or insufficient curb ramps.

• The proponent should work with the City to ensure that traffic signal timing works well for pedestrians at intersections near the site.

We appreciate your consideration of our comments and your responses to them, and we look forward to working with GE, the City and other Fort Point community members on this exciting project.

Please feel free to contact WalkBoston with questions you may have.

Sincerely,
Wendy Landman
Executive Director

Cc Peter Cavanaugh, GE Ecosystem Transformation Leader

 

Brookline Harvard Street Corridor Walk Audit

Brookline Harvard Street Corridor Walk Audit

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Brookline is one of 18 communities participating in the MassDOT multi-disciplinary program to improve bicycle and pedestrian safety in Massachusetts. One of the components of the MassDOT program is to conduct walk and bike assessments that identify infrastructure challenges to walking and biking and recommend short- and long-term improvements. These assessments are also a means of building local knowledge of the importance of well-designed pedestrian and bicycle facilities. WalkBoston and MassBike conducted an assessment of Harvard Street in Brookline, MA.

Read the full report here:

WalkBoston-HarvardStreetWalkAssessment-Brookline

Lenox Town Center Walk Audit

Lenox Town Center Walk Audit

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The town center of Lenox, Massachusetts is a compact, walkable destination for residents and visitors drawn to Lenox by Tanglewood, the summer home of the Boston Symphony Orchestra, and the town’s Berkshire mountain setting. Lenox has a population of just over 5,000 residents living in a primarily rural and small town development pattern. While the town centers provide infrastructure that supports walking, many of the rural roads connecting homes to the town centers of Lenox, Lenoxdale and New Lenox are narrow and do not have sidewalks. Route 7 and Route 20 (Veteran’s Memorial Highway) – a median-separated arterial with two travel lanes in each direction – run north/south through the middle of Lenox with only one signalized crossing that provides crosswalks and signals for walkers at Housatonic Street. Veteran’s Memorial Highway is seen as a significant barrier between the east and west sides of Lenox

Read the full report here:
WalkBoston-DowntownCenterWalkAudit-Lenox

Comment Letter: ENF and the PNF for the Back Bay/South End Gateway Project MEPA: #15502

Comment Letter: ENF and the PNF for the Back Bay/South End Gateway Project MEPA: #15502

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June 17, 2016

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

Brian Golden, Director
Boston Redevelopment Authority
One City Hall Square
Boston, MA 02201-1007

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

Dear Sirs:

WalkBoston reviewed the ENF and PNF for Back Bay/South End Gateway Project.

We are very interested in this project, which is superbly located to be served by public transportation, walking and biking. However, we have concerns about pedestrian access into, through and around the site which we would like to see addressed in the next project submissions. These are:

1. 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.This bus route is too important to the MBTA system and its many riders to shift the layover site to another location which could lead to a major change in the frequency of bus service. A layover location must be found nearby.

2. Sidewalks that surround the site
Sidewalks along Stuart and Clarendon Streets have been designed at minimum widths for their functions. The MassDOT Design Guide calls for sidewalks in busy downtown areas of cities to be between 12 and 20 feet in width. These guidelines should be generously incorporated into the planning for this project.  The City’s Complete Streets Guideline Manual suggests that 8 feet is a minimum but prefers a width of ten feet.

This is particularly important for the Dartmouth Street side of the project. Foot traffic on Dartmouth Street is already heavy and likely to increase, due to the new development and to moving the principal entrance to the station to the center of this frontage. The plan calls for a portion of the Dartmouth Street frontage to be as narrow as 8 feet at one point, and 13 feet otherwise. The 8’ foot width, which appears along a planned ADA ramp into the first-floor retail area, is not adequate for this location. Perhaps this width could be expanded by moving the ADA ramp into the retail area of the building or by selectively eliminating portions of the drop-off/taxi lane which extends from the station entrance to Stuart Street. Alternatively, perhaps a thoughtful reduction of the number of trees and their placement might be appropriate to widen the clear width of the walkway.

3. Garage exit on Dartmouth Street
One of the unfortunate consequences of the design for re-use of the Garage East and West portions of this project is the potential use of Dartmouth Street as one of the exits from the on-site garage. This appears to result from redesign of the existing garage which currently has two entrance and exit ramps.

The proposed new parking facility removes two the existing garage access ways – those leading in and out of the garage in drums connecting with Trinity Place. It retains the existing entrance and exit ramps on Clarendon Street. The design calls for no new entrance ramps. However, it calls for a new exit ramp that requires removal of the Turnpike on-ramp. If the Turnpike ramp is retained, the proponent maintains that there is a need for a replacement exit onto Dartmouth Street.

The proposed exit ramp onto Dartmouth Street is deeply consequential for pedestrian traffic. It is difficult to imagine a more inappropriate design than the insertion of a major vehicular exit from the garage onto the Dartmouth Street sidewalk, the primary pedestrian access route to and from Back Bay Station. Certainly there must be a better place to provide a garage exit than this, possibly by retaining one of the drums could be retained for exiting traffic directly onto Trinity Place.

4. The station area concourse
Back Bay Station was designed as a large arched hall, flanked on both sides by hallways leading to ticket and waiting areas. Each platform has its own stairways, escalators and /or elevators connecting the platform to the station concourse. Train platforms are split, with the Worcester/Amtrak Chicago line platforms near the north edge of the station concourse, and the New York/Amtrak Washington platforms near the south edge. Access to the Orange Line platform is directly in the center of the station, under the arched portion of the station structure. On either side, outside the arched hall, two wide concourses connect through the block between Dartmouth and Clarendon Streets.

Within the large arched hall, pedestrian movement is presently blocked for concourse movement by a fence that surrounds the major access stairways and escalators to and from the Orange Line. The proposal calls for a removal of some of this blockage and relocation of the two principal concourse pathways between Dartmouth and Clarendon Streets into the arched hall. The present concourses, outside the arched hall, are then repurposed for retail and other facilities.

The relocation or shrinking of the passenger concourses and repurposing the space occupied by the old ones raises a concern as to whether the new routes are sufficiently wide to handle projected growth in passenger volumes. Although it is uncertain what projections of passenger volumes might show, according to the project proponent, the station already handles 30,000 passengers per day. The MBTA currently maintains there are 36,000 Orange Line passengers here, plus 17,000 commuter rail passengers. Amtrak may constitute an additional 2000 passengers. New projections of traffic should be undertaken to determine likely future volumes of people using the station.

With the knowledge of the likely future traffic of patrons of the Orange Line, the commuter rail lines and Amtrak, the plan must provide good access to and egress from the following locations:

– The Dartmouth Street entrance
– The Orange Line station (two stairways, escalators, one elevator)
– The underpass beneath Dartmouth Street to the Copley Place mall (one stairway)
– The commuter and Amtrak rail lines west toward Worcester and ultimately Chicago (two stairways, one elevator) serving 15 stations and communities
– The commuter and Amtrak rail lines that generally go south and follow the east coast to Providence, New York and Washington D.C. (two stairways, two escalators, one elevator) serving 47 stations and communities
– The proposed new passageway to Stuart Street and into the Garage West office structure
– Ticket machines for passes and Charlie cards for the subway lines.
– Amtrak ticket offices
– Commuter rail ticket offices
– Restrooms for the entire station concourse area
– Food and retail outlets proposed for the concourse level
– Food and retail proposed for the second level
– Food and retail outlets proposed for the third level
– Waiting areas including seating for passengers traveling by rail
– The existing and new parking garages in the Garage West/East areas
– The new residential building in the Station East area at the Clarendon Street end of the project

All but the last two of these movements take place primarily in a compressed space that extends about 100’ from the main entrance on Dartmouth Street into the station. The proposal significantly diminishes this portion of the existing concourse, serving the movements listed above and lowering the space of the waiting area from 9,225 square feet (41 bays each roughly 15 feet square) to 6,075 square feet (27 bays, each roughly 15 feet square. It calls for eliminating the principal existing waiting area and replacing it with a large food service facility. All waiting passengers will be moved to backless benches located in busy pedestrian passageways, including the major entrance to the building. The proposal also calls for diminishing the size of the concourse by narrowing the existing passageways between Dartmouth and Clarendon Street and replacing them with retail space. It calls for new entrances to the proposed second and third levels in the midst of the existing waiting area. The proposal moves the ticketing area away from the waiting area and into new space along the proposed new passageway, where queuing to purchase tickets (now possible in the waiting area) will compete with pedestrian movement. It is hard to imagine that all these activities can be accommodated in the space planned.

A new design should be undertaken to accommodate the growing number of pedestrians and waiting passengers as well as patrons of food and retail outlets who may choose to sit in this busy space. The existing waiting area should not be removed but instead enlarged to accommodate anticipated future use. Ticketing space should be provided close to passenger access areas. Access to and from the second and third levels should be moved away from the waiting area and into the space that is gained by closing the existing concourse passageways. Retail areas adjacent to the passenger waiting area should be scaled back to remove potential blockage of clear and very visible access to and from the stairways leading to transportation facilities below the concourse. Benches for rail passengers should not be relegated to busy portions of the concourse, especially where they might interfere with pedestrian traffic through the concourse.

5. 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 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 and the 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
Executive Director