Mayor Martin Walsh, Boston Mayor Denise Simmons, Cambridge Stephanie Pollack, Massachusetts Secretary of Transportation Tom Tinlin, Massachusetts Highway Administrator Leo Roy, Massachusetts Commissioner, Department of Conservation and Recreation Monica Bharel, Massachusetts Commissioner, Department of Public Health
Re: A proposal for the Massachusetts Avenue Bridge
Dear Friends:
Boston and Cambridge have declared themselves Vision Zero cities. The Healthy Transportation Compact has united our state agencies in concerted efforts to increase active transportation and improve safety for walking and bicycling.
DCR is on track to add a new Charlesgate Path and a signalized pedestrian/bike crossing of the Mass Ave Bridge to connect the Esplanade with the Back Bay/Kenmore neighborhoods (the crosswalk will be located where the Mass Ave. Bridge crosses the open space between inbound and outbound Storrow Drive). The new Charlesgate path, and the enhanced connection between the Esplanade and Charlesgate via the new crosswalk will generate significant new use by people walking and biking.
These are wonderful developments for people from across Massachusetts and the world who commute, amble and sightsee on the Esplanade, along Memorial Drive, and across the Massachusetts Avenue Bridge! And, they are all leading to more people on foot and bike on the bridge.
As we see the increase in people walking and biking, the lack of safe biking accommodation on the Mass Ave Bridge is leading to large numbers of bicycles on the sidewalks of the Bridge – an unsafe and uncomfortable situation.
We ask that MassDOT, DCR, Boston and Cambridge explore the re-purposing one of the outbound Mass Ave Bridge vehicle travel lanes to provide space for a protected bike lane on each side of the bridge, with access provided from the Esplanade and Charlesgate paths that will connect to the Bridge.
Based on a very preliminary look at the traffic volumes and lane use on the Bridge, we believe that improving the network by adding low-stress, protected bicycle lanes could be accomplished without significant impacts to vehicle operations. Providing protected bike lanes will both improve the safety of people on bikes and improve the safety of pedestrians by removing bicycles from the Bridge sidewalks.
We look forward to working with you and your staff to explore this suggestion.
Best regards,
Wendy Landman, Executive Director, WalkBoston Tani Marinovich, Executive Director, The Esplanade Association
Cc Senator Will Brownsberger Senator Joseph A. Boncore Representative Jay Livingstone Chris Osgood, Chief of Streets, City of Boston Gina Fiandaca, Boston Commissioner of Transportation Joe Barr, Director of Traffic, Parking, and Transportation, City of Cambridge Becca Wolfson, Executive Director, Boston Cyclists Union Stacy Thompson, Executive Director, LivableStreets Alliance Richard Fries, Executive Director, MassBike Herb Nolan, Solomon Fund Renata von Tscharner, Charles River Conservancy Peter Furth, Northeastern University Suzanne Walmsley, Boston Athletic Association
Comments on South Boston Waterfront Transportation Center EEA 8505
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
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@dev.walkboston.org.
Thank you. I wish you all the best for the 2016-2017 Academic Year.
Stacey Beuttell WalkBoston, Program Director
Endorsing Somerville as a Runner Friendly Community
WalkBoston is a non-profit pedestrian advocacy organization that has worked for over 26 years in communities across Massachusetts to make walking and running safer and easier to encourage better health, a cleaner environment and vibrant communities. We are writing to endorse Somerville MA to be designated a “Runner Friendly Community” by the Road Runners Club of America.
Somerville is the most densely populated municipality in New England and is constantly looking for more ways to create safe spaces and travel options for residents. In 2014, Somerville was the first community in Massachusetts to pass a Complete Streets ordinance. (More than 50 communities have followed.) A “Complete Street” is one that provides safe and accessible options for all travel modes – walking, running, biking, taking transit, or driving – for people of all ages and abilities.
Somerville has a wonderful asset for people walking and running: the Community Path, a multi-use paved trail through the middle of Davis Square (one of the main commercial centers). The crosswalks for the path at the crossing of Cameron Avenue, Holland Avenue, Willow Avenue and Cedar Street are all raised to sidewalk level, showing that people walking and running on the path have priority at these crossings. The Community Path continues beyond Davis Square through Cambridge and Arlington where it becomes the Minuteman Bikeway, which stretches on to Lexington and Bedford, allowing for 10+ miles of running along the trail. Additionally, there are plans to extend the path an additional 1.9 miles to Boston, which would connect the network of pathways that line the Charles River.
This past March, WalkBoston collaborated with the Somerville Road Runners, the Somerville Police Department and Alderman Jack Connolly to present a free Runner Safety Panel for community members. The panelists shared experience and tips on personal and traffic safety, and gathered feedback from the crowd about ways Somerville could be made even better for people running and walking.
At the WalkBoston 25th anniversary celebration in 2015, we recognized the City of Somerville, Mayor Curtatone and many community partners for the work that has been happening to make Somerville a more livable place. The Mayor said it best: “the greatest benefit of walkability is perhaps the hardest to measure, but easiest to identify: it creates community.” We hope that RRCA will recognize Somerville for the welcoming community it is continuing to create with this award, and that it will encourage Somerville and other Massachusetts communities to keep making streets and intersections safer for all users.
Re: Support for Allston Brighton CDC’s BC Neighborhood Improvement Fund Proposal
Dear BC Neighborhood Improvement Fund Committee,
We are writing to support Allston Brighton Community Development Corporation’s proposal to improve the walking environment along Chestnut Hill Ave at Winship Street in Brighton.
WalkBoston is a nonprofit pedestrian advocacy organization that works to make walking safer and easier in Massachusetts to encourage better health, a cleaner environment and vibrant communities. WalkBoston sits on the City of Boston’s Vision Zero Task Force. When a serious or fatal crash occurs, the task force studies the crash details and location, and recommends appropriate street design changes to make the streets safer for residents walking, biking, driving or taking transit in the area.
Following a serious vehicle crash involving a runner in January at Chestnut Hill Ave and Winship Street, the Task Force discussed ways to create a shorter crossing distance for people walking, and more predictable turning movements for people driving. A bump out and expanded pedestrian area as described in the application would accomplish both of these goals, and also create new public space for the neighborhood.
We hope that you will consider Allston Brighton CDC’s proposal as a step forward in making the City of Boston safer and more accessible to all members of the community, no matter how they get around.
Best regards,
Brendan Kearney
Communications Manager City of Boston Vision Zero Task Force Representative
