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Comments on PNF 425 Washington Street, Brighton

February 8, 2016

Lance Campbell
Boston Redevelopment Authority
Boston City Hall
1 City Hall Square
Boston, MA 02201

Re: Proposal for 425 Washington Street, Brighton (Parsons Crossing)

Dear Mr. Campbell,

WalkBoston appreciates the opportunity to comment on the Project Notification Form for 425 Washington Street in Brighton. We are commenting because of concern about pedestrian issues associated with this project.

This proposal is generally positive for pedestrians and for the neighborhood. The site is located in the heart of Brighton Center, the center of a walkable community where Washington Street houses local shops and major establishments and services. The retail area is well-served by public transportation and Washington Street’s bus routes draw pedestrians to access the transit service. The proposal is designed to improve the appearance of the street where significant numbers of walkers will pass daily.

Notwithstanding this transit served and walkable setting, the project is quite auto-centric. In a densely built inner neighborhood that is already beset by too much traffic, the project seems With a high ratio of vehicle parking spaces to housing units (1.7), the project seems to be designed with cars, rather than walking and transit in mind. The expectation that every housing unit requires at least one or more parking space is one of the continuing issues with rebuilding Boston’s neighborhoods. This should not be a requirement when a project is well served by both transit and walking facilities, where such a requirement may be outmoded. Moreover, it is an expectation that has been challenged successfully elsewhere in the city and should be challenged here as well, since many of Boston’s residents now forgo the decision to have a car and instead rely on public transit or private vehicle transport services such as Uber or carsharing options such as Zipcar.

We are concerned that the city is exploring guidelines that would affect the changing tastes and needs of its newer residents in regard to use of vehicles, requiring fewer parking spaces. The developers of the project should explore less on-site parking and take advantage of the site to attract walkers within this very vibrant commercial area at the heart of the community. The underground parking portion of the project may become unneeded. Brighton has become a highly desirable inner neighborhood for residents including groups that are likely to be less reliant on cars – workers who choose not to own one, older folks moving back into the city for its advantages, and students who want to live along convenient bus routes that can reliably and efficiently take them to one of our many universities. As we are all well aware, individuals who do not own a vehicle are much more reliant on walking, a great convenience for many and one which definitively awards better health to those moving about on foot in the ordinary activities of everyday living.

Thank you for your consideration of our comments.

Sincerely,

Robert Sloane
Senior Planner

Beacon Street Multimodal Improvements Comment Letter-Somerville, MA

May 13, 2014

Richard K. Sullivan, Jr.
Executive Office of Energy and Environmental Affairs
Attn: Alex Strysky
100 Cambridge St., Suite 900
Boston MA 02114

Mark Kolonoski
MassDOT Highway Division
Environmental Services Section
10 Park Plaza, Room 4260
Boston, MA 02116

RE: Comments on the Environmental Notification Form for the Beacon Street Multimodal Improvements and Streetscape Enhancement in Somerville, MA

Dear Secretary Sullivan and Mr. Kolonoski:

The Beacon Street project area extends from the bridge abutment at Oxford Street to Dickinson Street, a distance of approximately 1.1 miles. The project is intended to enhance pedestrian and bicycle movements with improved streetscape, wider sidewalks, a new cycle track/bicycle lanes, and new ADA compliant curb ramps. The project goal is to enhance the multimodal connectivity of the Beacon Street Corridor.

We have reviewed this project and offer the following comments:

1. Updated and continuous sidewalks on Beacon Street
The program for complete streets along Beacon Street will result in new cycle tracks and a significant reconstruction of both the street and the sidewalk. Sidewalks are to be updated and rebuilt to correct current deficiencies, including substandard slopes and lack of ramps at intersections. A sidewalk will be added to the south side of Beacon Street in a location where no sidewalk now exists. Adherence to this plan is essential for the safety and convenience of all users of the sidewalk.

The proposed sidewalks will replace the existing 10’-11’ wide sidewalks with new ones of substantially the same width. Retention of this dimension as a minimum is extremely important because some space within the sidewalk will accommodate other uses, such as trees. In only one portion of Beacon Street, where there are space constraints due to an existing stonewall, will the 10’-11’ width be precluded; we note
that no trees are planned for the sidewalk in this section.

2. Cycle tracks and bike lanes
Cycle tracks are proposed between Oxford Street and Museum Street, bike lanes between Museum Street and Park/Scott Streets, cycle tracks between Park/Scott Streets and Washington Street and bike lanes between Washington Street and the Cambridge City line. On the north side of the street, the alignments of the cycle tracks and bike lanes are end-to-end, resulting in a virtually straight path for the full length of
the project.

On the south side of the street the cycle tracks and bike lanes do not quite line up. The transitions between cycle tracks and bike lanes at the intersection of Beacon Street/Museum Street and Park Street/Washington Street are angled to accommodate the needed connections between cycle tracks and bike lanes. These intersections have crosswalks where pedestrians will cross near the bike routes. Since separate traffic signals for bicycles are not included in the project, WalkBoston is concerned that walkers may not be aware that bicycles are approaching at these intersections and need to be especially careful because these diversions might distract the cyclists or the
motorists. We request that special signage and/or pavement markings be provided to alert walkers, bicyclists and drivers of these shifts in alignment and the need to be aware of movements by others.

3. Separation of cycle tracks and sidewalks
In several locations, the proposed cycle tracks are immediately adjacent and at the same grade as the sidewalk. In effect the cycle track will be located on an extension of the sidewalk. A pronounced and clear separation between bicyclists and walkers is needed to deter cyclists from using the sidewalk to bypass slower moving bikes. The
starting and stopping of cycle tracks and bike lanes may be confusing and lead to cyclists using the sidewalks to avoid merging into traffic or worrying about people opening car doors directly in front of them.

Since all 208 of the street trees included this project are to be planted within the width of the sidewalk, we assume that they will help to separate the cycle track from walkers. Other street furniture such as the existing utility and lighting poles, or new benches, trash containers, bollards or signs might also help. The precise location of each element should be carefully considered, as they have the potential to interfere with pedestrian or bicycle movements.

4. Placement of trees
Although the sidewalks are 10 feet wide in nearly all locations along Beacon Street, some of that width – perhaps up to 5 feet – will be lost due to the planting of 208 trees directly in the sidewalk. All of the proposed new trees should be placed in long narrow tree pits (we have seen tree pits that are 2’ wide by 6’-8’ long). More typical 4-foot square tree pits that intrude into the sidewalk should not be used. Irrespective of the shape of the tree pit, tree grates and or special permeable but sturdy filler (similar to that used in some South End locations) should be explored. This is important for the safety of walkers, as is the long-term maintenance of the tree pits so that they do not pose tripping hazards for walkers or for the visually-impaired.

5. Traffic signals at crosswalks and mid-block
New traffic signal equipment and signal timing at the intersections of Beacon Street with Park/Scott and Washington Streets are planned. In addition, two High-Intensity Activated crossWalK (HAWK) pedestrian signals on mast arms are planned for pedestrian crossings at the Sacramento Street intersection and at the Buckingham/Cooney intersection. The project thus appears to have signals of some sort at intervals of about ¼ mile; however, in the portion of Beacon Street between Sacramento Street and the rail overpass at Somerville Avenue, the intersections with Oxford and Prentiss Streets have no traffic signals. With no signals to slow traffic these mid-block crossings may be difficult for pedestrians. Signage or other warnings may be essential to inform drivers and cyclists of the crosswalks.

6. Crosswalk paving
The proposed use of concrete pavers at crosswalks has been cited by one of our members as a hazard for nearly all walkers, and we agree. For all crosswalks on Beacon Street, the customary white reflective thermoplastic strips should be used. Pavers have low visibility and are uneven, making it harder for wheelchairs, seniors, and people pushing strollers or grocery carts.

7. Pedestrian signal phasing
At existing signal locations the exclusive pedestrian phase will be replaced with concurrent pedestrian phasing. For all new signals, a leading pedestrian interval (LPI) is proposed to allow pedestrians to enter the crosswalk before vehicles approaching the intersection have a green signal indication. It will be important to coordinate the LPI at each signalized intersection with any preferential treatment given to bicycles at the same location, to avoid potential conflicts.

8. Signage
There is a need for sidewalk and cycle track signs that make it clear to walkers, bicyclists and drivers how the cycle tracks function. In particular, since all the street’s users will be unfamiliar with cycle tracks it will be important to let pedestrians know what to expect in bicycle movements adjacent to them. Signs should advise bicycles to stay within the cycle tracks and avoid using the sidewalks. Signs should advise walkers of approaching bicycle traffic,places to wait before crossing the street, and to not walk in the cycle tracks. Specific notice should be given to cyclists and pedestrians of potential conflicts at intersections, where turning bicycles, vehicles and pedestrians present many different movements.

9. Lighting
New street lighting has not been proposed, and cyclists may be ‘invisible’ to walkers and drivers. The City should explore the need for additional lighting, especially at intersections where so many different movements will be taking place. In addition, as part of the introduction of the cycle track, the City should explore the opportunity to market and enforce state laws requiring bicycles to carry white front lights on bicycles visible that are visible from 500 feet. WalkBoston has received comments from a number of our older members that they find it impossible to see bicyclists approaching at night if they do not use head lights, and with the addition of a sidewalk level cycle track they are very nervous about crossing the track at intersections.

10. Driveways
A great number of private driveways will be accommodated with this design, with each rebuilt to cross both sidewalk and bicycle facilities. The north side of the street has 43 driveways and the south side has 30. Most of the driveways are narrow, and will involve drivers who will back out to reach Beacon Street. Drivers backing vehicles into the street may have obstructions that limit abilities to see approaching walkers, runners or cyclists.

11. Speed control
Speeds on local streets that are primarily residential such as Beacon Street should be strictly regulated. The current 30-mph limit should not be raised. It should be made lower with advisory signs if possible. Reminder signs should be posted at intervals along the route to warn drivers not to go faster.

Thank you for the opportunity to comment on this project. Please feel free to contact us if you should have questions.

Sincerely,

Wendy Landman
Executive Director

Robert Sloane
Senior Planner

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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