Tag: Boston

Comment Letter: Tremont Crossing Draft Environmental Impact Report MEPA #14900

November 23, 2016

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

RE: Tremont Crossing Draft Environmental Impact Report MEPA #14900

Dear Mr. Beaton,

WalkBoston has reviewed the DEIR for the Tremont Crossing proposal in Roxbury. We believe that the very auto-oriented proposed development is inconsistent with the urban character of the neighborhood and needs to be substantially modified to benefit its neighbors.

Parking Spaces Proposed are Excessive
The development calls for a multi-level parking garage of 1,371 spaces that will generate 8,000 vehicle trips per day. WalkBoston questions the need for such a large garage given that the development will be less than two blocks from Roxbury Crossing and Ruggles Transit Stations, and within a 10-minute walk of Dudley Square that is served by twenty bus lines.

By comparison the two large Target Stores in the Fenway (Boston) and Cambridge have only a couple of hundred parking spaces. Numerous parking studies of big box stores and shopping malls throughout the country have shown that parking lots/garages are underutilized.

The emphasis on parking and downplaying of the use of transit suggests an imbalance for so large a project in the heart of the city. As stated in the 2012 comment letter from Boston Transportation Department a consistent supply of available parking will counteract efforts to encourage alternative travel modes.

Tremont Street Should Not Be Widened
To accommodate the large number of vehicles accessing and exiting the proposed development Tremont Street is projected to be widened to eight or nine lanes. Such a wide roadway at this location is incompatible with the urban character of the street and will create safety hazards to the pedestrians and bicyclists moving to and from the transit services, residences and institutions.

Also, the environmental review should include an assessment of the impact of increased traffic on the busway at Ruggles. Numerous buses leave Ruggles headed for Dudley and WalkBoston has concern that at peak hours buses will be waiting through numerous traffic signal cycles to exit unto Ruggles Street. The result could be a backlog of congestion from Ruggles to Malcolm X Boulevard.

Roxbury Crossing Development Should be Integrated into the Neighborhood
As currently designed, the development will be an island, separated from its neighborhood setting. The proposed development has the opportunity to contribute to the street by creating easy walking access from the transit stations as well as nearby residential developments (Madison Park and Whittier Housing) and institutions (Northeastern University). The Tremont Street Development is located in an area where Transit Oriented Development is particularly appropriate.

Proposed Project Could Acknowledge Changing Retail
The retail environment has changed since the project was proposed 4 – 5 years ago. More and more shopping is done on line and traditional walk-in retail is struggling. Evidence of this is in Dudley Square, the heart of Roxbury. WalkBoston would like to see the City devote greater efforts to supporting viable retail in Dudley. Promoting retail within a 10-minute walk of Dudley will only further depress the market for shops in Dudley Square. However even within the proposed development the liveliness of the retail is questionable given that the proposed network of bridges will connect the garage on the second floor, discouraging patronage of the ground level retail.

Ensure Safety of Major Pedestrian Crossings.
The major pedestrian crossings of Tremont Street will take place at intersections with Ruggles/Whittier Street, South Drive and Prentiss Street. The primary crossing is likely to be at Ruggles/Whittier Street, because of the direct access it provides to the Ruggles MBTA Station. Care should be taken to provide for significant numbers of people wanting to cross Tremont Street at this location. Retention of the median strip in the center of Tremont Street would be useful as a refuge for pedestrians who may not be able to cross the entire width of a widened Tremont Street in one signal cycle. Similarly, leading pedestrian signal intervals should be incorporated to facilitate safe pedestrian crossings at the intersection. Analysis should also be undertaken to determine if a crosswalk is truly needed at South Drive, in view of the nearby Prentiss Street crossing.

Thank you for the opportunity to review this proposal. Please feel free to contact us with questions you may have, and we look forward to hearing how our suggestions are incorporated into subsequent revisions to this plan.

Sincerely,

Wendy Landman
Executive Director

Dorothea Hass
Sr. Project Manager

cc: Councilor Tito Jackson
Byron Rushing, State Representative
Deirdre Buckley, MEPA Director
Dana Whiteside, Boston Planning and Development Agency
Kay Matthews, Friends of Melnea Cass Boulevard (FMCB)
Marah Holland, FMCB
Alison Pultinas, FMCB

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

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)

Egleston Square Walk Audit

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

Comment Letter: General Electric Headquarters Project EA 15547

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

Comments on the Marine Wharf Project ENF 95585

September 23, 2016

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

Re: Marine Wharf ENF 95585

Dear Mr. Beaton,

WalkBoston appreciates the opportunity to comment on this project and the pedestrian services it provides. The project is very interesting as it occupies a key site in the South Boston Seaport District.

The site is proposed to be developed as a 245 room hotel, which will be able to take advantage of the good and direct walking access to major sites nearby: within a radius of about 2-3 city blocks (1/4 mile) are the Boston Convention and Exhibition Center, the Black Falcon Pier and Cruise Terminal, and the Boston Design Center. In addition the site is about 300 feet from a direct view of the Reserved Channel and its port activities – an exciting area of the Seaport District.

Other sites in the Seaport District are more difficult to access from the development site. Although both the performance space at the Blue Hills Bank Pavilion on the waterfront and the Harpoon Brewery and Beer Hall are within ¼ mile of the site, they are accessible only via Harbor Street, through a heavily industrial district dominated by truck traffic – not uninteresting, but somewhat unpleasant as a walking route.

Bus service along Summer Street is excellent, connecting both to South Boston and Downtown. An adjacent transit service that is somewhat complex is the Silver Line, which runs a branch along Black Falcon Avenue that connects into the main tunnel to the World Trade Center Pier and South Station. To reach the airport via the Silver Line, riders must transfer at Silver Line Way Station, not far from this site, but difficult to access because there is no direct walking route leading to it. The proponent may want to work with public agencies to secure more direct and safe pedestrian access to Silver Line Station, which is nearby – slightly more than 500 feet away as the crow flies.

Waterfront walks in the area surrounding the site are not encouraged, despite the location adjacent to the Reserved Channel. The Boston Harborwalk will someday pass directly through the Raymond Flynn Marine Park adjacent to the site, because it is a major land connection between the Seaport District and South Boston. However, at the moment the Harborwalk route is not completely signed between Northern Avenue and the South Boston parks and historic sites, leaving this area without a designated portion of its route.

Wayfinding signs would help hotel patrons find the many attractions of the South Boston Seaport more easily. The proponent should work closely with the group of organizations that have been planning and experimenting with wayfinding networks throughout the Seaport over the last year.

Sidewalks surround the proposed development on both Summer Street and Drydock Avenue. The lovely Raymond Flynn Marine Park, immediately adjacent to the site, affords additional open space for hotel patrons, but has not been incorporated into plans for the building and service areas.

Thank you very much for the opportunity to submit these comments.

Sincerely

Robert Sloane
Senior Planner