rrFie Commonwealth of::Massachusetts
~cutive
Office ofr.Energy antir.Environmenta(7lffairs
100 cam6ritfge Street, Suite 900
(J3oston, :;MjI 02114
Deval L. Patrick
GOVERNOR
Tel: (617)626-1000
Fax: (617) 626-1181
Timothy P. Murray
LIEUTENANT GOVERNOR
http://www.mass.gov/envir
Richard K. Sullivan Jr.
SECRETARY
January 18, 2013
CERTIFICATE OF THE SECRETARY OF ENERGY AND ENVIRONMENTAL AFFAIRS ON THE ENVIRONMENTAL NOTIFICATION FORM PROJECT NAME
PROJECT MUNICIPALITY
PROJECT WATERSHED
EEANUMBER
PROJECT PROPONENT
DATE NOTICED IN MONITOR
: Casey Arborway Project
: Boston (Jamaica Plain)
: Charles
: 14978
: Massachusetts Department of Transportation (MassDOT)
: November 21, 2012
Pursuant to the Massachusetts Environmental Policy Act (M.G. L. c. 30, ss. 61-621) and
Section 11.06 of the MEPA regulations (301 CMR 11.00), I hereby determine that this project
does not require the preparation of an Environmental Impact Report (EIR).
As described in the Environmental Notification Form (ENF), the project consists of
removal of the Monsignor William J. Casey Overpass (Casey Overpass) in the Jamaica Plain
(JP) neighborhood of Boston and the construction of a new at-grade landscaped parkway in its
place. The Casey Overpass is a 20-span viaduct that carries State Route 203 (the Arborway) in
an east/west direction over Washington Street and the Massachusetts Bay Transportation
Authority (MBTA) Orange Line and Commuter Rail tracks at Forest Hills Station. The Casey
Overpass project extends from the Arnold Arboretum's Forest Hills Gate at the west to Shea
Circle at the entrance to Franklin Park at the east. The Arborway, Arnold Arboretum, and
Franklin Park are components of Boston's Emerald Necklace park system. The Casey Overpass
was constructed in 1951, replacing a portion ofthe at-grade Arborway. The Casey Overpass has
been deemed structurally deficient due to the deterioration of the main load-carrying components
EEA# 14978
ENF Certificate
January 18, 2013
and load capacities that are below statutory requirements. Therefore, the Casey Overpass must be
removed.
In addition to the removal of the Casey Overpass and construction of an at-grade
east/west parkway, the project also includes geometric and signal improvements at a number of
substandard area intersections (i.e., South Street/Arborway, Washington StreetlHyde Park
Avenue, and Shea Circle), modifications to the upper busway at Forest Hills Station, various
operational and infrastructure improvements associated with multi-modal transit at Forest Hills
Station, expanded pedestrian and bicycle accommodations, and creation of additional open
space.
Estimated project impacts within the 27. 15-acre project area include a reduction in
overall impervious area from 18.9 acres to 17.6 acres (-1.3 acres), a reduction of 100 parking
spaces, and an increase in structural area of 11,800 square feet (sf) associated with the new
Orange Line headhouse, modified Orange Line ventilation stack, Forest Hills Station upper
busway canopy and commuter rail grate. The project will not generate New traffic trips as
defined in the MEPA regulations (301 CMR 11.02) because it is not a traffic-generating land use
and will be designed to accommodate existing vehicle trips already traveling the roadway
network. The project may involve work within a Massachusetts Water Resources Authority
(MWRA) easement, but no direct alteration to MWRA facilities is anticipated. The project area
does not include jurisdictional wetland resource areas (310 CMR 10.00) or rare species habitat
(321 CMR 10.00).
The project underwent an extended review period, as consented to by MassDOT, with a
comment period commencing on November 21,2012 and concluding on January 8, 2013. I
accepted all late comments as allowed in accordance with 301 CMR 11.06(3). A MEPA site
visit was held the afternoon ofDecember13, 2012, with the consultation session held later that
evening at Boston English High School. The ENF described the advisory group and public
participation processes established and implemented by MassDOT to facilitate discussion with
the community as part of the project's conceptual design process. Supplemental documentation
contained as an appendix in the ENF included meeting minutes, conceptual design alternatives,
and other materials associated with these advisory groups and public meetings.
I have received a variety of comments, some of those in favor of removal and
replacement of the Casey Overpass with an at-grade parkway and others in favor of a
replacement bridge structure. Many comments have requested that I require MassDOT to
prepare an EIR, citing the need for additional studies and displeasure with the MassDOT public
engagement process. Others have requested that I direct MassDOT not to pursue its preferred at­
grade roadway alternative. With that in mind, I must remind commenters that MEPA is an
environmental impact disclosure process; MEP A does not approve or deny a project, but serves
as a forum for a project proponent to identify potential project-related environmental impacts and
propose mitigation measures to offset these potential impacts prior to the taking of State Agency
Actions. MEP A is also not a zoning process, and it does not proscribe to a Proponent what,
where or how a project should be designed or built. Furthermore, the MEP A process generally
occurs early in the design process to identify key environmental concerns and challenges
associated with a project and therefore necessarily takes place in advance of final project design.
2
EEA# 14978
ENF Certificate January 18,2013
MEPA also does not control, dictate or validate public process format and content or project
preference criteria established by any project proponent for the purposes of selecting alternatives
for review as part of the MEPA process. Such control is beyond the purview of MEPA and
therefore is not germane to requests for additional MEP A review in the form of an ElR.
MassDOT should review comments received on the ENF and the content of this Certificate to
guide the project through advanced design phases.
Jurisdiction
The project is undergoing review pursuant to 301 CMR Section 11.03(6)(b)(2)(b) of the
MEP A regulations because it will be undertaken by a State Agency and will result in the cutting
of five or more public shade trees of 14 or more inches in diameter at breast height in association
with the construction, widening or maintenance of a roadway or its right-of-way. The project
will require an 8(m) permit from the Massachusetts Water Resources Authority (MWRA) and a
Rail Access Permit from the Massachusetts Bay Transportation Authority (MBTA). The project
will require a National Pollutant Discharge Elimination System (NPDES) Construction General
Permit from the United States Environmental Protection Agency (U.S. EPA).
Because the project will be undertaken by a State Agency (MassDOT) and will receive
State Financial Assistance in the form of funding through MassDOT's Accelerated Bridge
Program, MEPAjurisdiction is broad in scope and extends to all aspects of the project that may
cause Damage to the Environment, as defined in the MEP A regulations.
Alternatives Analysis
MassDOT evaluated a series ofproject alternatives in advance and outside of the MEPA
review process. The ENF presented a summary of the alternatives selected subsequent to
conceptual design, review within the public process forum, and a fatal flaw analysis. These
alternatives were grouped into three categories:
At-Grade
• Conventional Intersection this alternative includes standard four-legged signalized
intersections at New Washington Street/South Street and New Washington
Street/Washington StreetlHyde Park Avenue. Left turns are prohibited at the New
Washington Street/South Street intersection (both heading north or south onto South
Street from either direction of New Washington Street) and New Washington Street is
widened to create three lanes of travel in each direction.
• Continuous Flow - this alternative includes the creation of a series of left-turn
"crossovers", facilitated by signalized intersections (four within the corridor), whereby
which left turns are made from the opposite side of the road via dedicated, separated
turning lanes. Through traffic is channeled into two lanes each direction, with an
additional turning lane provided in each direction throughout the cross-section.
• Bowtie (Preferred Alternative) - this alternative will accommodate east-west turn lanes
from the Arborway in a median located outside the New Washington Street/South Street
and New Washington StreetlWashington StreetlHyde Park Avenue intersections. Traffic
3
EEA# 14978
ENF Certificate January 18, 2013
will travel beyond each of these intersections, queue in the median in a dedicated lane for
a signalized u-turn, and then return to the desired intersection for a right-tum movement.
The Preferred Alternative includes modifications to the existing Frontage Road
(Arborway Service Road) with access from the Arborway eastbound at Orchard Hill Road
extending to the Morton Street/Yale Terrace intersection to provide continued access to the West
Roxbury Courthouse, the Arborway Gardens residential complex and other adjacent uses. The
Preferred Alternative also includes a series of improvements along Washington Street south of
New Washington Street to improve multi-modal access, increase transit capacity at the Forest
Hills Station upper busway, facilitate bus movements through the project area, and minimize taxi
conflicts with traffic and the existing neighborhood. These improvements include: the relocation
of the Route 39 bus stop to a proposed three-bay relocated upper busway, the relocation of the
taxi stand currently located along Washington Street to the area along the Arborway in front of
Forest Hills Station, and the shift southward of the upper busway driveway from the South
StreetlWashington Street/upper busway intersection to a new signalized intersection opposite
Asticou Road. Additional capacity at the proposed relocated busway will be provided through
the construction of a new platform above the existing MBTA employee parking on an adjacent
lot. The Preferred Alternative also includes:
• dedicated pedestrian areas and pathways;
• physically separated off-street bicycle lanes along 1) the Arborway from the
western bowtie near the Arnold Arboretum to Morton Street and 2) Washington
Street south of the Arborway to the relocated upper busway;
• a multi-modal path along Washington Street from the relocated upper busway to
Ukraine Way; and
• shorter transition segments of on-street bicycle lanes along 1) Washington Street
north of the Arborway, 2) Circuit Drive and Morton Streets near Shea Circle, and
3) along the Arborway westbound west of South Street.
Bridge
• Split Bridge - this alternative consists of two separate bridge structures spanning across
the New Washington Street corridor from east to west with surface level roads below.
The bridge is accessed by ramps on the right and the surface street is accessed by
roadways on the left. The bridge cross section for each direction includes one vehicle
travel lane, a breakdown lane, a bicycle lane, and a sidewalk.
• Single Bridge this alternative includes construction of a single bridge structure, with
one travel lane and dedicated bicycle lane in each direction, spanning the New
Washington Street area. This structure would be narrower and shorter in length than the
existing bridge structure. Bridge access from surface streets would be provided via a
ramp system. The modified at-grade roadways below the bridge structure would be
designed at the same time to maximize roadway efficiency and simplifY intersection
geometry.
Each bridge concept includes dedicated and physically separated bicycle and pedestrian
paths extending adjacent to the Arborway from the Arnold Arboretum entrance to Shea Circle.
4
EEA# 14978
ENF Certificate January 18, 2013
Neither bridge alternative includes the improvements along Washington Street south of the
Arborway described as part of the Preferred Alternative. While the Single Bridge Alternative
was deemed the most favorable of the two bridge alternatives presented in the ENF, the Single
Bridge alternative was not selected by MassDOT for the Preferred Alternative for the overall
project. The ENF indicated that the (at-grade) Preferred Alternative was selected because it
meets MassDOT's project principles, improves access, connections and crossing for all modes of
transport compared to existing conditions, and reconnects components of the Emerald Necklace
compatible with Olmstead's original design. The ENF also provided the results of an order-of­
magnitude cost estimate prepared for the Single Bridge ($73 million) and the at-grade Preferred
Alternative ($53 million).
Shea Circle}
• Roundabout this option includes minimal geometric changes, improves signage and
striping, and removes areas of existing excess pavement, but provides no appreciable
improvements to pedestrian or bicycle accommodations.
• Elongated Rotary ("Egg-about") this option reduces the number of roadways to/from
Shea Circle, adds two new traffic signals, and provides improved pedestrian and bicycle
accommodations (including safe access to the open space within the egg-about itself
• Full Signal/Square (Preferred Alternative) - this option removes Shea Circle in its
current format and replaces it with a four-way signalized intersection with improved
pedestrian and bicycle accommodations.
The ENF indicated that the Preferred Alternative (full signal/square) was selected because it will
meet certain mobility and livability goals for the project including safety, modal access and
circulation, and Emerald Necklace connections.
As described in the ENF, one of the project's goals is to restore the historic Emerald
Necklace connections thought to be lost with the construction of the Casey Overpass viaduct.
The project area is proximate to a number of open space resources including the Arnold
Arboretum, Franklin Park and the Southwest Corridor Park. The Preferred Alternative includes
components designed to enhance access to these amenities by pedestrians and cyclists.
Additionally, the Preferred Alternative includes opportunities for landscaping improvements
within the Arborway right-of-way due to the proposed shift in roadway alignment. A key area of
potential improvement is an area proposed for landscaping or other enhancements near the
entrance to the Southwest Corridor Park along the Arborway westbound. I strongly encourage
MassDOT to work with stakeholders during the advancement of the design process to ensure that
pathways and landscaping layouts enhance connections between designated open space and the
proposed Forest Hills Station headhouse. Additionally, MassDOT should evaluate the potential
benefit of providing a limited drop-off area near the proposed headhouse to allow for safe drop­
off of transit passengers from vehicles travelling along the Arborway westbound.
1 Each of these options is designed to work with any ofthe It-grade or bridge alternatives evaluated in the ENF.
5
EEA# 14978
ENF Certificate
January 18,2013
Transportation
The project area includes several State and local jurisdictions: the Casey Overpass
structure is owned by MassDOT; the roadway and right-of-way (property) upon which it sits is
owned in part by the Department of Conservation and Recreation (DCR) and the City of Boston;
and the adjacent transit and bus facilities are owned by the MBTA. Upon conclusion of the
project, DCR will own the new roadway and the City of Boston will operate and maintain signal
equipment at its intersections with local roadways.
The project will not generate any New traffic trips. Traffic presently using the Casey
Overpass will be relocated and accommodated within a new at-grade section of the Arborway
with a similar alignment to New Washington Street. The traffic data prepared by MassDOT
indicate that under 2010 Existing Conditions 24,000 vehicle trips per day (vtd) travel the Casey
Overpass, while 12,000 vtd are made along New Washington Street (e.g., run at-grade parallel to
the overpass). The traffic analysis modeled potential increases in traffic volumes for design year
2035, with consideration of anticipated development within the traffic study area and
background growth volumes. The ENF estimates that traffic generation along the Casey
Overpass in the 2035 Build Condition will be 0 vtd, while 38,500 vtd will traverse the New
Washington Street corridor upon removal of the Casey Overpass and reconstruction of the
Arborwayat-grade.
The MassDOT traffic study was peer-reviewed and found to "have been performed in a
professional manner consistent with standard traffic engineering practice and the guidelines of
the MassDOT 2006 Project Development and Design Guidebook.,,2 The City of Boston
Transportation Department (BTD) comment letter states that the Preferred Alternative generally
meets the City'S "Complete Streets" guidelines and that MassDOT has successfully
demonstrated that the Preferred Alternative can accommodate the anticipated future traffic in the
proposed street network. BTD confirmed that the computation of traffic-volume projections are
consistent with City standards. Key components of the Preferred Alternative are the
redistribution of left-tum movements through the construction of the signalized bow-ties within
the Arborway median and the ability to effectively coordinate signal timing to facilitate traffic
flow both east-to-west and north-to-south within the study area.
The traffic study presented existing conditions and proposed conditions data within a 17­
intersection (11 signalized, six unsignalized) study area. The traffic study evaluated traffic
volumes under existing conditions, intersection operations (level-of-service (LOS)), and
intersection queues for the morning and evening weekday peak traffic periods. MassDOT used
both the Synchro and VISSIM modeling programs to model and evaluate potential project­
related traffic impacts. The traffic study used data provided from the Boston Redevelopment
Authority (BRA) and the Central Transportation Planning Staff (CTPS) to project future traffic
volumes and operations in the year 2035 for both the Single Bridge and Preferred Alternative.
Modeling of both these alternatives indicate that in 2035 all of the signalized intersections in the
project area will operate at a LOS D or better, except for the intersections of South StreetlNew
WashingtoniArborway Ramps (LOS E under the Single Bridge alternative during the weekday
afternoon peak hour) and South Street/Washington Street (LOS E under the Preferred Alternative
2
Memorandum dated June 20,2012 to Neil Boudreau, MassDOT, from Kevin W. Johnson, CDM Smith, Inc.
6
EEA# 14978
ENF Certificate
January 18,2013
during the weekday morning peak hour). The traffic study concluded that both alternatives will
maintain or improve traffic operations compared to 2010 Existing Conditions. The traffic study
also evaluated queuing impacts associated with the proposed changes under either project
scenario. The traffic study concluded that each alternative will manage queuing delays between
the key intersections of New Washington Street/South Street, New Washington
Street/Washington StreetlHyde Park Avenue and Washington Street/South Street better than the
2010 Existing Condition. MassDOT also performed an Urban Street Facilities Analysis to assess
pedestrian, bicycle and transit LOS for future conditions under a Single Bridge and a Preferred
Alternative scenario. I note that under both the Single Bridge and Preferred Alternative
scenarios, pedestrian, bicycle, and transit LOS will remain at LOS D or above, which is
considered acceptable in an urban environment.
All pedestrian accommodations will be compliant with Americans with Disabilities Act
(ADA) standards. MassDOT should provide pedestrian and vehicle signal timing coordination
consistent with best practices and standards regarding adequate pedestrian crossing phases for all
types of users. I also encourage MassDOT and/or DCR to implement a signage program along
the dedicated east/west pedestrian and bike paths to ensure appropriate and safe usage.
MassDOT should continue to refine the design plans for the off-street pedestrian and bicycle
paths to limit potential modal conflict points and to create a rational bicycle path design for users
of all skill levels.
Proposed improvements to facilitate multi-modal transit in the project area include the
creation and/or modification of pick-up/drop-off locations for buses, taxis and school buses and
additional bus bays at Forest Hills Station, as well as priority signalization for MBTA buses and
exclusive bus turn lanes. I encourage MassDOT to consider the feasibility of improving
connections between the lower and upper MBTA busways in conjunction with the proposed
upper busway improvements. MassDOT should continue to work with the MBTA to ensure that
the modifications to infrastructure at Forest Hills Station maintain or enhance overall bus
operations (notably the Route 39 bus route) and connections to the neighborhood.
Many comment letters, notably those submitted by BTD, MAPC, and WalkBoston,
included recommendations to further enhance all modes of transit in association with the project.
I strongly encourage MassDOT to review these recommendations and guidance to assist in the
refinement of the project's design plans. As design of the project continues, MassDOT should
focus on clarifying truck routes throughout the study area and designing intersections to
accommodate truck-turning movements in accordance with applicable design standards.
MassDOT should work with DCR to establish maintenance funding sources, acquire appropriate
equipment and establish maintenance standards for the proposed off-street pedestrian and bicycle
accommodations, particularly during the winter months, to ensure safe passage throughout the
corridor. MassDOT should collaborate with BTD to identifY potential local "cut-through" traffic
routes and seek to implement measures to limit use of residential roadways to traverse the project
area. Finally, I ask MassDOT to commit to prepare a traffic monitoring plan (vehicles, transit,
pedestrian and bicycle) to be submitted to BTD and DCR to evaluate traffic conditions within the
study area upon completion of the Preferred Alternative. This monitoring plan should be
established subsequent to discussion with BTD and DCR to determine appropriate frequency and
7
EEA# 14978
ENF Certificate
January 18,2013
methodologies, as well as potential mitigation actions (i.e., further signal coordination, etc.) to
effectively manage traffic operations within the study area.
The project area currently contains approximately 160 parking spaces, 150 of which are
located within the West Roxbury Courthouse parking lot located directly beneath the Casey
Overpass. MassDOT will remove approximately 100 parking spaces in conjunction with the
project, providing 60 on-street parking spaces along the new Arborway Service Road. MassDOT
should work with the Massachusetts Court System to evaluate opportunities for shared parking
or off-site parking to accommodate court parking demand.
The project will involve the cutting and removal of nine public shade trees. The ENF
provided a comparison of the estimated number of trees (public shade trees or otherwise) to be
removed and planted in conjunction with the Single Bridge and Preferred Alternative. The
Preferred Alternative proposes to remove 88 of the 263 trees identified within the project area.
Approximately 189 new trees will be planted in conjunction with the project. While these
numbers are estimates and may change during the advancement of design, it is clear that while
some trees must be removed within the right-of-way to facilitate removal of the overpass and
construction ofthe new at-grade roadway, MassDOT intends to provide substantial mitigation in
the form of new tree plantings. As design advances I encourage MassDOT to limit tree loss
during the construction process, provide a variety of native tree species as part of the planting
program, and consider implementing a tree health monitoring and watering program during the
initial years of growth.
Air Quality
The ENF discussed the results of a regional air quality analysis conducted by CTPS staff
using methodologies recently certified by the Federal Transit Administration and the Federal
Highway Administration for the Boston Region Metropolitan Planning Organization's Long
Range Transportation Plan. The CTPS regional travel demand model estimates traffic volumes,
average highway speeds, vehicle-miles travels (VMT) and vehicle-hours traveled (VHT). In
conjunction with the travel demand model, emissions rates were developed using the U.S. EPA's
MOBILE 6.2 emissions modeling software. CTPS used these outputs to forecast emissions for
the 2010 Existing Condition (no-build) and the Single Bridge and Preferred Alternatives (build
alternatives). Emissions factors and transit networks are constant between the no-build and build
alternatives, with changes between the scenarios the result of different levels of roadway
congestion and route choice. The air quality analysis estimated emissions for carbon monoxide
(CO), carbon dioxide (C02), nitrogen oxides (NOx), volatile organic compounds (VOCs), and
particulate matter (PM2.5 and PM IO) from cars and trucks. The results of the regional air quality
analysis indicate that there will be no significant changes in the VMT, VHT and average speed in
the selected neighborhoods near Forest Hills. The changes in project-related air pollution
between the no-build condition and both build alternatives were also found to be minimal.
I have received comments requesting an EIR for additional local air quality analysis (e.g.
microscale analysis). Projects are required to perform a microscale analysis (also known as an
indirect source review) as part ofMEPA review when it is located within a U.S. EPA-designated
"maintenance area" and exceeds trip generation thresholds established in a 1991 consent decree
8
EEA# 14978
ENF Certificate
January 18,2013
between the Commonwealth of Massachusetts and the Conservation Law Foundation. This
project will not generate any new trips and therefore does not meet the established threshold for
preparation and review of a microscale air quality analysis.
Stormwater
The project will be designed to meet the Massachusetts Department of Environmental
Protection's (MassDEP) Stormwater Management Regulations and Policy. MassDOT intends to
use a series ofMassDEP-approved Best Management Practices (BMPs) to meet the Stormwater
Management Policy as it applies to redevelopment projects. Due to the project's reduction in
impervious area and construction of an updated stormwater management system, it is anticipated
that the amount of stormwater generated within the project area will be reduced and water
quality will be improved. I encourage MassDOT to continue to investigate the use of non­
structural BMPs and low-impact design (LID) stormwater management techniques throughout
the final design process, particularly for stormwater management along the bike and pedestrian
paths and in conjunction with "complete streets" design elements. MassDOT should design a
stormwater management system that meets the Charles River Lower Basin Nutrient Total
Maximum Daily Load (TMDL) requiring a reduction of65 percent of the phosphorous load from
project-related stormwater runoff.
Historic Resources
The Massachusetts Historical Commission (MHC) provided comments to assist in
MassDOT's compliance with M.G.L. c.9 ss.26-27c, (950 CMR 71.00) and MEPA. Shea Circle
(BOS.9562) is included in MHC's Inventory ofHistoric and Archaeological Assets ofthe
Commonwealth and listed in the State and National Registers of Historic Places as a contributing
element to the Morton Street Historic District (BOS. YB) and the Metropolitan Park System of
Greater Boston (BOS.VE). The Arborway, Arnold Arboretum, and Franklin Park are
components of Boston's Emerald Necklace park system designed by Frederick Law Olmstead
and are contributing properties in the State and National Register-listed Olmstead Park System.
The preferred alternative will demolish Shea Circle. This proposed action has been deemed by
the MHC to have an "adverse effect" (950 CMR 71.05(a)&(c)) on Shea Circle, the Morton Street
Historic District, and the Metropolitan Park System of Greater Boston.
As noted previously, MassDOT evaluated three design concepts for the reconfiguration
of Shea Circle, each of which is compatible with the preferred at-grade alternative (and the
dismissed bridge alternative). The creation of a signalized four-way intersection (Shea Square)
in place of the existing Shea Circle will result in the redistribution of open space and
reconfiguration of the roadway within the historic district. As acknowledged in the ENF and
requested by MHC, MassDOT should continue to work collaboratively with MHC during the
consultation processes associated with the State Register review process (M.G.L. c.9 ss.26-27C
as amended by Chapter 254 of the Acts of 1988) to avoid or minimize the adverse effect of the
project.
9
ENF Certificate
EEA# 14978
January 18, 2013
Construction Period
All construction and demolition debris associated with the bridge demolition and
roadway reclamation activities should be managed in accordance with applicable MassDEP
Solid Waste and Air Pollution Control regulations. Erosion and sedimentation controls should
be implemented and maintained in accordance with the Stormwater Pollution Prevention Plan
prepared in accordance with the NPDES Construction General Permit requirements. MassDOT
is advised that, if sources oil and/or hazardous material (OHM) are identified during the
implementation of the project, notification pursuant to the MCP (310 CMR 40.0000) must be
made to MassDEP, if necessary. MassDOT should continue to develop staging and construction
period access plans in collaboration with the City of Boston, DCR, and the MBTA. Construction
period traffic management plans should seek to maintain traffic flows, limit road/lane closures,
maintain safe pedestrian and bicycle access, and provide clear access to Forest Hills Station to
the maximum extent practicable. A Construction Management Plan (CMP) should be created by
MassDOT to address construction-related issues such as, but not limited to, traffic management,
materials management, parking, air quality and noise impacts, and other items as they related to
the construction period.
In accordance with MassDOT's GreenDOT Policy Directive, contractors are required to
install emission control devices on all off-road vehicles in an effort to reduce emissions of
volatile organic compounds (VOCs), carbon monoxide (CO) and particulate matter (PM) from
diesel-powered equipment. Off-road vehicles are required to use ultra-low sulfur diesel fuel
(ULSD). I also encourage MassDOT to implement the use of recycled materials in pavement in
accordance with MassDOT's Sustainable Design and Construction Best Practices.
Conclusion
The ENF has sufficiently defined the nature and general elements of the project for the
purposes ofMEPA review and demonstrated that the project's environmental impacts will be
avoided, minimized and/or mitigated to the extent practicable. Based on review of the ENF and
comments received, and in consultation with State Agencies, I have determined that no further
MEP A review is required.
January 18, 2013 Date Comments received:
11129/2012
11/3012012
12/0112012
12/03/2012
12/04/2012
1210812012
1210912012
Jesse Littlewood Peg Preble Andrew Kessel Greg Hunt Melissa Braun Desjardins Arborway Coalition Katherine Ruiz-Mellott 10 EEA# 14978
12/13/2012
12/13/2012
12/13/2012
12113/2012
12/13/2012
12113/2012
12113/2012
12/13/2012
12113/2012
12/13/2012
12116/2012
12116/2012
12/1712012
1211812012
12/18/2012
12/18/2012
1211812012
12119/2012
12/20/2012
12/20/2012
12/2112012
12/27/2012
12/29/2012
12/31/2012
0110112013
0110112013
01102/2013
01102/2013
0110212013
01102/2013
01102/2013
01/02/2013
0l/02/2013
0110212013
01/0212013
01/02/2013
01/02/2013
0110212013
01102/2013
01103/2013
01/03/2013
0110312013
01104/2013
01104/2013
01105/2013
0110512013
ENF Certificate
Boston Center for Independent Living
Doreen Treacy
Marie Butler
William Furr
Daniel Sullivan
Dan Church
Liam Sullivan
Chris Dippel
Ian Makey
John Lovett
Mary Smoyer
Hilary Allen
Mark Tedrow
Marc Theiss
Nathaniel Fink
Scott Mizrachi
Lawrence J. Fabian
Anne McKinnon
Virginia Marcotte
Teresa A. Rodriguez
Erica Mattison
State Representative Liz Malia, 11 th Suffolk District
Sarah Freeman
Linda Kowalcky
Linda Burnett
Kevin Handly
Leah Becker
Angela Hockman
Sylvia Witlin-Rua
Richard Waddell
David Barry
Michel L. Spitzer
Owen Shows
Michael Shea
Joe Fiorentino
Marged Fox
Giulia Norton
Ginny O'Neil
Paul Normandia
Tawa Gonzlaez
Myrna Balk
Nerys Powell
David and Kate Nagle
Jorge A. Suarez Simpson
Michael Wheeler and Family (2 letters)
Lynn McSweeney
11 January 18,2013
EEA# 14978
0110512013
01/0512013
01/05/2013
01/0512013
0110512013
01105/2013
01106/2013
01106/2013
01/0612013
01/0612013
01/0612013
01/0612013
01/06/2013
01/0612013
0110612013
0110712013
0110712013
01107/2013
01/07/2013
01/0712013
0110712013
01/07/2013
0110712013
01107/2013
01107/2013
0110712013
0110712013
01107/2013
01107/2013
0110712013
0110712013
0110712013
0110712013
0110712013
01107/2013
01/07/2013
0110712013
01107/2013
01/0712013
0110712013
01107/2013
01107/2013
01107/2013
01107/2013
01107/2013
0110712013
ENF Certificate
Rachel Rochat
Steve Mazzulli
Elizabeth Brown
J Vanora and Family
Melissa Hamel
Wendy Stander
Karen Wepsic
Rosemary Schantz
Brett Hinds
Alice Alexander
Jack Neuwirth
Spencer Ackerman
Kathryn Deputat
Asticou-Martinwood-South St. Neighborhood Association
Ann Stillman
Bridging Forest Hills
Jil Clark
Gerard O'Connor
Boston Center for Independent Living (2 nd letter)
Rick Yoder and Lisa Beatman
Sara Driscoll
Tom Jacobson
Tom Menihan
James Hinsman
Suzanne Wolk
Michael Pavone
Richard D.
Carlos Boudinot Icaza
Monroe Heyman
Kim Everett
Erik James
Shion Hung
Marvin H. Kabakoff
Andrew Korson
Tara L. Ikenouye
Peg Preble (2 nd Letter)
Matjorie Charney
Mark Lembo
Shari Repasz
Elizabeth Icaza
Willy Jones
Shelley Norton
Sarah Buermann
Mariella Puerto
Susan Bollinger
Rebecca Kushner
12 January 18,2013
EEA# 14978
01107/2013
01/08/2013
0110812013
0110812013
01108/2013
01/08/2013
0110812013
01/08/2013
01/08/2013
0110812013
01/08/2013
0110812013
01108/2013
01/08/2013
0110812013
01108/2013
0110812013
01108/2013
0110812013
01/08/2013
01/0812013
0110812013
0110812013
01108/2013
01/08/2013
0110812013
0110812013
01108/2013
01108/2013
01/08/2013
01/08/2013
0110812013
01108/2013
01/0812013
0110812013
0110812013
01/0812013
01/0812013
01/08/2013
0110812013
01108/2013
01108/2013
01108/2013
01/08/2013
01/08/2013
01/08/2013
ENF Certificate
Gerard P. O'Connor
Massachusetts Historical Commission
Boston Water and Sewer Commission
Massachusetts Department of Conservation and Recreation
WalkBoston
Metropolitan Area Planning Council
Boston Cyclists Union
Massachusetts Bicycle Coalition (MassBike)
QuynhDang
Robert King
Patrick Barron
Manuela Mariani
Nancy Shapiro and Bill McIlroy
Tim Leahy
Lisa Koch
Aran T. Gilmore
Jessie Partridge
Ron Beland
Deacon Marvel
David Curtis
Elena Saporta
Michael Halle
Lee Toma, Milton Bicycle Committee
Todd Cosentino
Beth Worell and Joe Pryse
Deb Albenberg
Sarah Kurpie1
Mary Hickie
Fred and Stephanie Wolflink
Rev. Laura Everett
RianaGood
Greg Buckland
Phoenix Boulay
Kate Hutchinson
Perry Gignoux
Jamie Cohen
Patricia Roberts
John Douglass
Biagio C.
Jessica Mink
Jil Clark (2nd letter)
Robin Maxfield
Terry T. Steeden
Lindsay B. LeClair
Anne and Ivan MacDonald
Kristine Grimes
13 January 18, 2013
EEA# 14978
01/08/2013
0110812013
01/08/2013
0110812013
01108/2013
01/08/2013
0110812013
01/08/2013
01/08/2013
01/08/2013
01/08/2013
0110812013
01/08/2013
0110812013
01/08/2013
0110812013
01/08/2013
0110812013
01108/2013
01/08/2013
01/0812013
01/08/2013
01/08/2013
0110812013
01108/2013
01/08/2013
01/08/2013
01/08/2013
0110812013
01/08/2013
0110812013
01/08/2013
0110812013
01/08/2013
01/08/2013
0110812013
01/08/2013
01/08/2013
01/08/2013
01/08/2013
01/08/2013
01/08/2013
01/0812013
01/08/2013
0110812013
0110812013
ENF Certificate
John Choe
Jessica Gee-Burtko
Helen Matthews
Margo Feeney
Beth Meltzer Abelow
Steve Dudley
Sage Cohen
Kerri Schmidt
Rebecca Nieto
Betsey Brooks
Lynne Karsten
Carol Senter
Patti Hudson
Judy Teitelman
Oren Pilinger
Carolyn Artin
Tawa Gonzalez (2 nd letter)
Melony Swasey
Kate Bonner-Jackson
Bill Allan
Gunnars Viksnins and Paula Westberg
Mary Clover O'Brien
Jeff Ferrannini
Heather Carito
Natacha Rist
Diane Simpson
Matt Luczkow
James O. Michel
Margaret Movelle
Greg Reardon
George Kordan
Kathleen Sills
Caitlin Fox
Rick Ames
Shira Karman
Joseph D. Bergin and Theresa McAweeney
Jaret Dunn
Tracy Price
Carmen Pineda
John Partridge
Sandra Fenton
Jay Balaban
David Wean
Jeffery Ferris
Martine Baker
John S. Allen
14 January 18,2013
EEA# 14978 01/08/2013
01/08/2013
01/08/2013
0110812013
01108/2013
0110912013
01109/2013
01109/2013
01109/2013
0111012013
01113/2013
ENF Certificate
Jonathan G. Truslow
Michael J. Babcock Jr.
Elizabeth Wylie
Elizabeth A. Charney
Anne McKinnon (2 nd letter)
Charles River Watershed Association
Boston Transportation Department
Joy Chesna
Allan Ihrer
Cranston Rogers
Tita Wernimont
RKSIHSJlhsj
15 January 18,2013