Tag: silver line gateway

Chelsea Complete Streets Support Letter

Chelsea Complete Streets Support Letter

December 4, 2017

Chelsea City Council
500 Broadway
Chelsea, MA 02150

RE: WalkBoston support for Chelsea Complete Streets Resolution and Policy

Dear Councilors:

Thank you for the opportunity to comment on Chelsea’s Complete Streets Resolution and Policy. As a statewide pedestrian advocacy organization working to make Massachusetts more walkable, WalkBoston enthusiastically supports this policy and encourages the Subcommittee and then the full City Council to pass it.

WalkBoston is deeply committed to safer streets in Chelsea, where we have had the privilege of working for several years now. In the past year we have conducted walk assessments in the Sector 4 and Park Square neighborhoods, working collaboratively with city departments, local residents, community organizations, and state agencies to recommend pedestrian safety improvements. (Copies of these walk assessment reports are included with this letter.) Such Complete Streets concepts are already informing the City’s Re-imagining Broadway initiative, and formalizing the policy order will ensure that this great progress continues.

The needs and opportunities around Complete Streets in Chelsea are great. The City was ranked as the top pedestrian crash cluster in the entire state for 2005-2014, highlighting the urgent need for safety improvements. The Re-imagining Broadway initiative, the forthcoming Silver Line Gateway, and ongoing urban revitalization efforts all present opportunities to create safe walking, biking and transit connections. More Complete Streets that accommodate all road users will bring substantial health, safety and economic benefits to Chelsea residents. The City Council has already taken a great step towards increased safety by reducing the default speed limit in Chelsea to 25 miles per hour, and adopting a Complete Streets framework will ensure that roadway designs help accomplish this objective.

To date 142 cities and towns all over Massachusetts have adopted Complete Streets policies, including dense urban municipalities near Chelsea like Cambridge, Somerville and Everett. These communities are pursuing innovative measures like protected bike lanes, painted curb extensions, and dedicated bus lanes to enhance mobility and connectivity for their residents.
WalkBoston encourages the City of Chelsea to follow suit, and we look forward to our continued work here to help advance Complete Streets that work for everyone.

Sincerely,

Adi Nochur
Project Manager

Comments on the Single Environmental Impact Statement for the Silver Line Gateway Proposal – MEPA# 15124

Comments on the Single Environmental Impact Statement for the Silver Line Gateway Proposal – MEPA# 15124

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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