Howard/Stein-Hudson Associates, Inc.
CREATIVE SOLUTIONS • EFFECTIVE PARTNERING ®
MEMORANDUM
May 7, 2012
Amended June 12, 2012
To:
Steve McLaughlin
Project Manager - Accelerated Bridge Program
MassDOT
Through:
Andrea D’Amato
HNTB
Project Manager
From:
Nathaniel Curtis
Howard/Stein-Hudson
Public Involvement Specialist
RE:
First Design Advisory Group (DAG) Meeting
Meeting Notes of April 30, 2012.
Overview & Executive Summary
On April 30, 2012, the Design Advisory Group (DAG) met for the first time to begin its role in the
Casey Arborway 25% design process. The DAG is composed of a combination of new members and
participants in the previous Working Advisory Group. The name change is indicative of the group’s
more focused role now that roadway design has been selected to replace the current Casey Overpass.
In the current 25% design process, the DAG will address specific topic areas such as construction
management, urban design, traffic, parking, and remaining elements from the planning study
including Washington Street west of Forest Hills Station and the design of Shea Circle. The local
knowledge provided by DAG members will guide the design team’s efforts and inform the 25% design.
Over the next several months, the DAG will meet regularly to ensure that the 25% design process can
be completed in a timely manner to allow the Casey Overpass to be replaced with a new boulevard by
the end of the Accelerated Bridge Program (ABP) in 2016. In addition to DAG meetings, the project
team is willing to hold additional sessions to reach out to the Jamaica Plain business community or
particular community institutions or neighborhood groups.
The meeting described herein addressed design issues regarding Shea Circle, currently planned to
become a four-way signalized intersection known as Shea Square, and Washington Street west of the
Forest Hills Station. These elements were independent of the “bridge/no-bridge” decision and as
such were tabled at the end of the WAG process.
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With regard to the Shea Square Area, the project team will consider and address the following
elements of interest noted by DAG members:
•
•
The exact nature of how Forest Hills Street meets the Arborway;
Discussions with the MBTA as to whether the bus stops currently located at 500 Arborway and
the base of Orchardhill Road could be relocated. One possible suggestion is to make the
stops a symmetrical pair in the center of the corridor between Shea Square and New
Washington Street. Also discussed was full elimination of the stops. A significant part of this
conversation also centered on whether the eastbound buses in this section of the corridor
should run on the courthouse frontage road or on the Arborway itself. This will be analyzed in
light of whether courthouse parking can be fully removed from this section of the corridor and
shifted to Arborway Yard given the status of that project.
•
Access for Yale Terrace and the senior housing facility at its current entry to Shea Circle will be
looked at further.
•
Outreach to institutions in the Franklin Park area will continue, particularly Franklin Park Zoo.
The parks department and DCR have already met and will continue to meet with the project
team.
•
The project team solicits any and all DAG input on the future disposition of the section of
Forest Hills Street on the south side of the Arborway. Should it remain parking, become open
space, or something else?
•
Orchardhill Road, Bremen Terrace, and Lennoco Road will be added to the new map of the
project area developed for the 25% design process. This new “white map” is more detailed
than the colored concept plan used during the planning process.
•
The issue of how Stony Brook neighborhood residents access their neighborhood when
traveling eastbound will be reviewed further, particularly with an eye towards whether they
could make a U-turn in Shea Square.
With regard to Washington Street west of Forest Hills Station, the project team will address the
following elements of interest noted by DAG members:
•
An accounting of pick-up/drop-off spaces will be provided to DAG members. Allocation,
which spots will be for taxis, which for kiss-and-ride, etc will be decided during the course of
the 25% design process.
•
Curbside occupancy counts1 focusing on pick-up/drop-off activities will be conducted for the
area around the station stretching as far south as the exit for the lower bus-way. The project
team recognizes that school bus activity begins earlier and ends later than the conventional
travel peak.
•
The project team will discuss two items with the MBTA:
o
o
•
•
Can crosswalks and bicycle crossings of bus-way entrances and exits be raised?
Could taxis use some portion of the upper bus-way?
The project team will meet with the school department regarding bus operations.
The project team will meet with emergency services with assistance from BTD’s Vineet Gupta.
1 A curbside occupancy count determines how many vehicles are using a given area of parking or
pick-up/drop-off facility.
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Several elements of old business also came up for discussion including how the Casey Arborway
project is being paid for and whether traffic, particularly public transit operations, was adequately
addressed during the now-concluded planning process. With regard to funding, MassDOT project
manager Steve McLaughlin again reaffirmed that the project is being paid for through the Patrick-
Murray Administration’s $3 billion Accelerated Bridge Program (ABP). With regard to traffic, Maureen
Chlebek of McMahon Associates reconfirmed that the transportation network that was developed
during the planning process will be able to process projected 2035 traffic volumes (including public
transit). A special briefing for those interested in traffic will be held by the project team.
Detailed Meeting Minutes
C: Kate Fichter (KF): Welcome to the first meeting of the DAG. I didn’t quite make a 6:00 p.m. start-
time, but we are close. I’m Kate Fichter, the manager for long range planning at DOT. I’ve spoken
or emailed with most of you over the past month. Please note that if you are new to our process
we are extending a special welcome for you. A few housekeeping items: please make sure you
sign in and get a handout. As you sign in, make sure your information is correct. If there’s
something we missed, we will correct it. If you didn’t get a packet in your email either last Friday
or today, please let me know if we have your correct email address.
One new thing we do now at the DOT is a safety briefing at meetings. Should anything happen,
there are two exits to this room, the one that you came in and the fire exit in the opposite corner.
The telephone on the wall indicates that if there is an emergency you should dial 9 followed by
911. I am trained in CPR. Bathrooms are to your left as you exit the room.
As most folks are aware, MassDOT will replace the existing Casey overpass with a new at-grade
roadway. This group has been constituted to focus on the design of that road. Now that we’re
moving into technical design, we’ll be looking at Shea Square and Washington Street west of the
station. As to some of the concerns that have been expressed: you don’t need to be
transportation experts to help us in this process. What we’re looking for from you is
neighborhood expertise and local knowledge about how everything connects and how people get
around so we can make this as good as we can for you. I’m honored and excited to work on this
project. Secretary Davey asked me to work on this about a month ago and I’ve been looking
forward to this meeting.
Any communications you need to make with the project team, please send them to me. Even if
it’s something mechanical like when you won’t be at a meeting, please send it to me so I can keep
track of it. Our agendas will be fast-paced, we need to do a lot in a short period and so agendas
will be designed so we can get your input where we need it. Before I ask us to go around the
room and introduce ourselves, here is a little about me. I’ve worked at MassDOT for eight years in
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planning and policy on large, complex projects. I’ve worked on the Green Line expansion to
Medford and the South Station expansion.2
A few more items before I hand this off to Steve and Andrea. We’re not looking for you to be
technical experts; the team is here for that and to answer your questions. Your role is important,
but it is advisory and the buck stops with the agency when it comes to design, construction, and
safety. We want your guidance and your input, but we are ultimately responsible. My role is to
make these meetings run smoothly and effectively and typically I’m going to talk less than this,
but I will try to ensure that everyone has a chance to speak fairly.
New group members: welcome. Catch-up may be quick and we’ll have little time to backtrack.
Please review the project website. There is a lot there. Then, if you are still uncertain about
something, please contact me and we’ll do a briefing for you if you need more time. One final
thing: please pick up a copy of the draft guidelines for the meetings. They are a compilation of
what we’ve done on similar projects and things I’ve heard from you over the past few weeks. This
is going to be a guiding document for us. Remember, we do accept substitutes in your need to be
absent, provided you let us know in advance. Let me extend a welcome to Representative Russell
Holmes and with that, here’s Steve McLaughlin from MassDOT to speak.
Discussion of Project Timing and Future Agendas
C: Steve McLaughlin (SM): Thank you all and welcome. I want to step over to this wall3 and talk
about the pacing of the project. October, 2016 is when the ABP is over and the funding must be
spent. ABP is a $3 billion program signed into law several years ago. The funding for Casey is
gone on September 30th, 2016. We have until then to build the project. The project started off as
a structurally deficient bridge with a bad deck that we wanted to fix. We realized the bridge could
not be repaired and so we started the planning study which brought us to today. We are now in
design after nine months of planning. We want to get to 25% design which is where the basic
parameters of the project are set. We will then go into 75% design and we’ll keep talking to you
all the way through. We have DAG meetings up to and after 25% design. The 25% design will be
complete in September, 2012. 75% design will be in January, 2013 and notice to proceed [to a
construction contractor] should be in September, 2013. We’re going to keep this in the 2013
fiscal year. These dates could shift a little bit, but get used to seeing them generally. Are there
any questions?
Q: Michael Reiskind (MR): When does the bridge start coming down?
At this point, Kate requested that attendees introduce themselves. A listing of meeting attendees
appears as Appendix 1.
3 A poster of the project schedule was taped to the wall.
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A: SM: If we advertise on the last Saturday of September, 2013, and that’s my target, I’d expect
the contractor to begin working on the bridge in April, 2014. There will be mobilization and work
done to prepare for taking the bridge down, possibly drainage.
Q: MR: Are those things before April, 2014?
A: SM: The will be no work until 2014. You will see the needed structural work to keep the
bridge safely open until it’s time to close it.
Q: Henry Allen (HA): Have you decided where staging for construction will be?
A: SM: That’s an important part of this process [to figure that out].
C: Bernard Doherty (BD): You mentioned in the opening statement that a new deck was no longer
an option and that the structural members were deficient, grade one that the bridge would fall
down. I’m looking at a 2008 report in which a major firm recommended a new deck be put on.
Also the traffic volumes were higher and that was before the fall in the economy. If this report
says a brand new deck can be put on, what report do you have that debunks this one because the
first report must have cost some real money. I encourage all of you to read this. If this had been
put before the WAG it would have been a tutorial that would have helped us understand this. I
want to see what you have in hand that debunks this 2008 report and why did it take us until
2011 to get to that process and are we trying to get our money back from the authors of the 2008
document?
A: SM: That report was done by DCR back when DCR owned the structure. When the project
came to MassDOT it was $28 million for a new bridge deck. The first thing we did was a bridge
rating. That’s a full analysis of every member of the bridge and we rate each one. The rating
came back with a red cover which means “in danger of being closed.” What we did immediately
was to go to one lane and channelize the traffic to keep it off unsafe sections of the bridge. The
bridge is safe today, but it’s time has come.
Q: BD: Do you have a copy of that report I can have?
A: SM: There are copies we can get.
Q: MR: Down on the bottom part of the chart, you say there are community involvement meetings
through the design phase. Any limits on number?
A: SM: The design meetings we’re having now; we figure four meetings through 25%, some more
between 25%-75% and then more between 75%-100%. We can have more if you need them
Q: MR: The second part of the schedule is in dashed lines; what does that mean?
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A: SM: Those are construction meetings. We don’t know how often they will be or who will run
them yet.
C: MR: Those are very important.
A: SM: We agree. That’s why we used a dashed line.
A: KF: We also expect that it will be important to come out and do briefings for neighborhood
and business groups. We can always come out and do a smaller meeting if you request it.
C: Allen Ihrer (AI): I was part of the WAG and I know we have some talented, expert people that
can look into the minutiae and see if it at least matches our expectations. After the last WAG
meeting we had six lanes of traffic, and after that last meeting and in contravention of all WAG
rules, all of a sudden the seventh lane appeared. I think we need it. It’s for buses to get to Forest
Hills, but I think we need to be able to trust what we are looking at. I know some people are
worried about the veracity of the renderings. We need trustworthy renderings and information we
can trust. When things suddenly appear, I take great umbrage. I think the membership is owed a
formal apology over that.
Moving on to outstanding issues regarding minutiae: it’s unclear to me where we have sufficient
at-grade capacity for [vehicular traffic in] 2035. Steve says we’ll have room in the schedule to
look at changing numbers for at-grade and that’s the third meeting which is traffic, but the fourth
meeting doesn’t go back to see if we can handle the capacity. I’d like to see some treatment of
stops, turn signal times; because we know how many cars will turn right. Do we need slip lanes
and pork chops? We need effective tools for designing. We need to know right away rather than
later when we discover backups and whether its turn counts in or out of the Arborway Yard we
need those pieces of information. That’s basic and we need it and should have it.
A: SM: The left turning bus lane is this little area right here and we did talk about it at a few WAG 4
and public information meetings and it was in the traffic model. It wasn’t on the at-grade
conceptual plan so I can understand the confusion.
C: AI: It didn’t appear in the animations. We were told that buses won’t arrive every light cycle
when it’s quite possible they will and that could impact traffic and those things impact how much
we trust and if we need more capacity.
Q: SM: Have we taken into account bus timings? Is that it?
The bus-only left turning lane was discussed during the WAG meetings on September 28, October 25,
and November 9, 2011.
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A: AI: That’s one of them and can we see how that works, because we haven’t seen any handouts
with indications.
A: Maureen Chlebek (MC): On the website we have level of service (LOS) and traffic volumes. We
continue to work with the MBTA on bus schedules; one simulation shows the 39 and we’ve since
started looking at that and continue to work with the MBTA. The network can process the traffic.
In terms of the particular bus movements, we continue the work on it.
C: AI: Your October turn counts don’t show bus turns. According to my count it’s quite a few.
Basic stuff; and the pedestrians: is there enough time to pump through all the traffic in a two-
minute signal cycle when it takes thirty seconds to cross the street safely?
A: Andrea D’Amato (AD): There are people in the audience looking a little lost. Allen, could we
let Maureen finish so everyone can understand?
C: MC: The basic concept is to eliminate east/west left turns at the intersections at either end of
New Washington Street. Those movements will be accommodated in these median U-turns or
bow ties that allow cars to reverse back to the intersection and make their left turn as a right. For
buses, we’ve developed an exclusive bus turning lane for the westbound routes 16, 21, and 31
running into the lower bus-way at Forest Hills.
Q: Paula Okunieff (PO): Can we focus one meeting exclusively on bus movements because this is
the largest transit center in the City without signal priority and bus only alignments. We need to
look at how traffic will impact buses.
A: KF: So, I’m going to do one of my least popular jobs here and cut everyone off because of
time. We’ll figure out some way to look at traffic some more. I will now ask Andrea to walk us
through the proposed agendas for the next few meetings and then we’ll get into details.
C: AD: Welcome and welcome back. It’s great to actually be designing. You all got your
packages in the mail and I’m going to talk through it. Here’s the schedule with four DAG
meetings: one per month through August and 25% design. In the packet are our ideas on
agendas. We want to know what you want to get done. This a complex process that addresses
livability, mobility, transit, the connections of the Emerald Necklace and we really spent about a
year working just on balancing all of those. During the WAG process, people got to toss their
ideas at us and we spent a lot of time trialing those ideas and it was a great time shaping those
designs.
We’re now in design and there’s a need to accommodate all modes and link open spaces and we’ll
be looking for your responses. We want this time to be productive. Today is about mobility and
we’ll spend time on Shea Square and Washington Street west of the station including Asticou
Road. In the planning process we left those areas alone a little bit because they were independent
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of the bridge/no-bridge decision. In May, we propose to do a livability workshop. We need ideas
on how open space will be treated. We need to make sure we’re doing the right thing with
abutting spaces. That will be critical for us. Then we’ll come back in June and do mobility again:
transit operations, right turn movements, transit queue jumps, bicycles and pedestrians and cutthrough traffic. Before 25% design we’ll do sequencing, laydown areas, etc. Those are what we
see, but if you want to change the agenda work with Kate and she’ll get back to us and adjust
accordingly.
C: KF: And when you communicate with me, please be specific as you can about your questions
and concerns so we can tailor our response.
Q: Russell Holmes (RH): Can we please discuss traffic? Can we just answer Allen’s question? It
would be nice to get through with it. Every time we hear about it. Can we just answer that in the
next meeting?
A: AD: It’s all right with us. We can do two meetings on mobility if that’s what you want.
Q: Sarah Freeman (SF): What about a special group on traffic?
A: Michael Epp (ME): Maybe that’s right, maybe during the day where you can spend a few hours
in the weeds and you can get into it and address it and the participants should present back to
this group, particularly Allen so once he’s satisfied with the solution, he can come forward and
give it to the whole group, but it needs the patience and rigor Allen has for it.
C: BD: And while we’re putting together subgroups, let’s understand that those are not solutions.
They are ideas for the consideration of the full group.
C: PO: And I’d like everyone to recognize that daytime meetings don’t work for those of us who
work during the day.
C: AD: O.K. let’s keep moving. At the last meeting Liz Wylie asked us about sustainability and so
I have a draft handout on that and I want you just to look it over and think about these ideas. It’s
not for discussion today, but please all of you think about it for the livability meeting.
Q: HA: What is your one sentence definition of sustainability.
A: AD: We’re looking at sustainability as being designs that incorporate lifecycle costs, use of
available resources and materials, integrated with project activities and things like that. That was
sustainability
C: HA: A little more respect would be appreciated; there’s no need for dismissive comments.
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A: AD: I wasn’t trying to be dismissive. I’m just trying to keep with Kate’s scheduled time to
discuss this.
Now, there are a series of designs in your packet. Here’s the conceptual at-grade. Here’s the at-
grade line drawing and while it looks all cut and dry, it is not. You’ll see the lines are subject to
change and you will help us change them, but this is easier to understand and will really appeal to
those of you who are into it. In your packets we pulled out a parking layer and a transit layer and
we can pull out other layers for you as well. There are some modifications in this because we are
fine-tuning the survey and we have reconciled some survey conflicts in the past few weeks and we
have a note for each:
•
•
•
A: we adjusted Arborway Road and flipped some open space.
B: Orchardhill Road now has its own access to Morton Street, fully separated.
C: the width on Washington Street west of the station has been adjusted and we’ll talk that
through with you momentarily.
•
D: the frontage road has been adjusted in the Arborway Gardens area and it goes right
through to a signalized intersection and we’ll have specialist treatments for bicycles and
pedestrians at these locations.
These numbers are the cross sections. You have those through the corridor and the numbers are
there with a local map on the top right and we have lanes and open space. We measured from the
back of sidewalk instead of the front to give you the whole width of the corridor. These are all
drafts, but we wanted to give you the base information and we wanted you to have that as we
balance everything. These aren’t final; they are lines to help us have a conversation. We didn’t
have time to do existing and proposed for everything, but on page two you’ll see we did give you
Washington Street west of the station today and in the proposed. Eventually, we’d like to give you
all of them. The other one we were able to do is number eight where South Street ties in.
Hopefully, that helps.
Q: PO: If you have the signal on Ukraine Way listed, but it’s outside of your scope, how will that
be addressed?
A: AD: We’ll look at the coordinated system and see where we have to adjust existing signals.
Those signals will be analyzed as part of a bigger system. We have a design study area, but the
traffic study area has always been a bit bigger.
Q: PO: You said you have a larger study area; does that include streets like Asticou Road?
A: MC: That’s in the traffic primer in the welcome package you got last week.
A: AD: We also have a cliff notes version in the packet, but all the information is on the website.
Q: PO: Does the proposed upgrade mean new signals?
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A: MC: It means proposing timing changes and not new equipment outside the design area.
C: Jessica Mink (JM): I’d like to see the Walk Hill Street/Hyde Park Avenue looked at. When that
intersection blocks up it spills traffic into the Bourne neighborhood. Walk Hill Street should be
part of the study area.
C: Lisa Dix (LD): I’d like to echo those comments. There’s a concern about traffic going on side
streets and into Mattapan rather than over the overpass. There’s a particular bottleneck between
Wachusett Street and Ukraine Way.
C: Pete Stidman (PS): There’s also some weird thing with the intersection of Tower Street. It can
be all backed up at that intersection when it’s clear and the light is flipped green further down.
Q: Hillary Kelley (HK): Is there a possibility of expanding all the lanes of the Jamaica Way so that
it’s not six lanes through here and then four lanes at either end of it? What are we doing to work
on the mental speed limit? I don’t want people feeling like they’re on a highway.
A: MC: Don [Kindsvatter] can speak to this some more, but the landscaping will help a lot with
that. There will be visual cues and from a traffic perspective, the signals will be set for 30-35
mile per hour progression.
Q: Todd Consentino (TC): Will there be places for police officers to monitor operations? Right
now there’s nowhere for them to sit to conduct enforcement.
A: KF: We can look into that.
A: MC: Red light cameras aren’t legal in Commonwealth yet.
Q: MR: Just starting with baby steps: I like the new white map. It’s got most of the streets right.
Orchardhill is one word, Circuit Drive is next to Forest Hills Drive and I guess it has three names
so let’s agree that we know what it is. Arborway ends at Shea Square and then it’s Morton Street.
The last block of Morton Street is behind the courthouse and it’s one-way. On the other side,
Arborway has two parallel roads, do we name them differently?
A: MC: Admittedly it is challenging; we have two South Streets and three Washington Streets.
Q: MR: I did get very confused over this: so there are two Arborway parallels. Do we want to
make it “Service Road” or “Carriage Road?”
A: SF: We used to call it upper Arborway.
A: AD: We actually did label this Casey Arborway for clarity.
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Q: MR: That’s O.K. then. In front of the courthouse, that’s legally Arborway, but for orientation
its courthouse frontage road?
A: AD: Just for clarity.
Q: MR: I get Washington Street coming down to Tower Street. What should we call that section
west of the station?
C: Mark Navin (MN): Forest Hills Street ends on one side of the Arborway and then there’s a small
stump of it to the south of the road. There’s actually an address there that’s Forest Hills Street.
A: KF: You’re seguing nicely into our next section. For those of you standing, we do have extra
seats. It’s now my august job to get us into Shea Square.
Discussion of Shea Square
C: AD: I hope the packet helps. Please hang on to those as you think about everything: the
roadways and turns and medians. It’s a great base. Now I want to hone in on Shea Square. When
we were discussing bridge/no-bridge, we treated Shea separately because it didn’t have much
impact on the decision and we carried two ideas forward. We are currently moving towards a
square. Shea Circle is the one place in the study area with an elevated crash rate and that’s one
big reason we are going the way we are. Everyone was deeply concerned about pedestrian and
bicycle movements through the area and being able to connect to Franklin Park. This would be an
interpretation of it, but a Shea Square in part restores the Olmsted intersection of the pre-WWII
era. What we want to do is have Maureen go through roads and access and then we’ll do open
space.
C: Kevin Moloney (KM): What leaps off that drawing is the three access points in Arborway Yard.
A: AD: We kept those from the original Arborway Yard design.
C: KM: They don’t leap off the drawing in the colored version.
A: AD: I assure you they are on there.
A: Don Kindsvatter (DK): We won’t necessarily build those driveways as part of our work, but we
know we have to accommodate them.
C: AD: We have been told to hold the Arborway Yard harmless and that’s what we’ve done.
A: HA: Those driveways are what are currently designed for Arborway Yard.
C: MC: Right now Shea Circle has seven roadways going in and out of it. It was identified by the
WAG as a problem area and it has a high crash rate too. To take seven movements down to four
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legs, we took the overpass out, Frontage Road and Morton Street come together as one approach.
Forest Hills Street is right-in/right-out. We can explore this configuration further, but it works
better than today.
C: Frederick Vetterlein (FV): Right now Stony Brook residents coming home from points west
come down the bridge and just go ¾ of the way around the circle.
A: MC: You would turn off at Washington Street and into the frontage road. The signal here
would be coordinated with Cemetery Road to operate as a system. That really simplifies Shea
Square.
Q: PO: How far down is the U-turn bowtie and will that be coordinated with those signals?
A: MC: The bowtie is right here [pointing to the map] and yes, it would be coordinated.
Q: PO: What’s the queue length during a.m. peak?
A: MC: The recent studies show that during p.m. peak it’s Level of Service C. It’s Level of Service
E during the a.m. peak. Cemetery Road doesn’t operate well today and signal timings alone won’t
fix that; it’s a capacity issue, but we can improve the timings.
Q: BD: During the WAG process, we had three configurations for this: circle, egg-about and this.
When did we vote? I don’t remember that.
A: MC: We talked a lot about this. We got more favorable comments on the intersection and
most people favored the square over the egg-about. Another factor was pedestrian and bicycle
accommodations.5
Q: MR: Can we enhance the pedestrian and bicycle usage even more? It seems the eastbound
bicycle path just stops nowhere at Cemetery Road and the other one stops on the entrance to the
park.
A: DK: Good segue. The off-street bicycle path stops there. The on-street bicycle lane goes all
the way through. We’re really trying to connect the green space. Franklin Park is the destination
and we don’t go beyond that. After that, you would need to switch to existing on-street bicycle
lanes.
C: PS: Here’s a possible treatment [doing a drawing on a flipchart] of a possible treatment for a
cycle track coming into an intersection. You make a ¾ circle and make that a different color from
the pedestrian sidewalk and you move the crosswalks back from the intersection and the bicycle
crossing is here. When people turn right, they face straight forward. It’s used in places where
Users are encouraged to read the meeting minutes of August 28, 2011 for a full discussion of circle vs.
egg-about vs. square.
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cycle tracks. Todd [Consentino] has a better drawing of it. He can send it to you and the rest of
the DAG.
A: DK: That’s great because this is a condition we’ll have at several points in the corridor when
pedestrians and bicycles come together.
Q: HK: The bus that runs past the courthouse, number 16, will those remain on the frontage road
or move out to the Arborway? My concern is that courthouse parking will be angle parking on a
major road with buses and courthouse parking and what will that mean for those of us who use
that road as our access out of our homes?
A: DK: The current plan places the buses on the frontage road. The frontage road would work
the way it does now, primarily local traffic and transit [buses].
C: HK: I’m concerned about people backing out.
C: MN: As an Arborway Gardens resident, I’m not all that thrilled about the courthouse getting to
park right in front of my house. It’s an awful lot of asphalt, 40 feet of it, right in front of my
house.
A: AD: We’re still allocating those spaces. We’ve set aside space, but we haven’t yet said who
gets to use them.
C: Name not given (NNG): I live on Yale Terrace and question that we’ve raised is when did we
decide on the square and more people said they liked it. I think it’s very important that the
community have input, but nothing should be designed by committee, and instead on the facts
and information the community needs. It terrifies me that this decision was made with post-it
notes. This is not how a decision should be made. Take that to heart.
Don, the frontage road would operate very different from today. This is a huge change for
Arborway Gardens and Yale Terrace. We are small and demographically insignificant, but we are
important. There are cars coming to Forest Hills Cemetery. They need to be represented. As do
the neighborhood between Walk Hill Street and Tower Street and the local businesses. I want to
raise the issue of the enormous amount of traffic on the frontage road that isn’t there today which
will be going in front of Yale Terrace. I want to raise the issue of Bicon which has a massive
amount of traffic. I want to consider the law of unintended consequences and I don’t want to be a
victim of it. Think carefully about how this plan is driving traffic. That said, as a cyclists, I like
this plan much better.
A: KF: We are working on getting that representation [Forest Hills Cemetery]. If you have a name,
please send it to us.
Q: Kevin Wolfson (KW): Is there a parking minimum in front of the courthouse?
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A: SM: We are currently working on that with the court, DCR and DCAM on the ownership and
how much is needed. There are 105 spaces under the bridge today, but they’re gone in the future
scenario.
Q: Anne McKinnon (AM): Regarding the FAQ about Shea Circle, I don’t recall if this has been
changed, but I know I made a point about this in a previous meeting. It says that there has been
preliminary outreach to Mass Historical regarding changing the circle as being an adverse effect,
but that that there would be no difficulty in making the change.
A: SM: We did change the FAQ and the language has been modified to be more accurate.
MassDOT has internal staff members who handle Section 106 of the historic preservation process
and they have been to the WAG and public information meetings. They have researched Shea and
internally we feel it’s not contributing to the historic designation because it’s not part of
Olmsted’s design. That being said, we cannot go to Mass Historic without a plan [for the Shea
area]. They don’t deal in what-if’s. Once the plan is firmed up, we can deal with the effect of that
plan.
C: AM: Then what was in the FAQ was wrong; it said the circle was a contributing element.
A: SM: It is not. [Editor’s Note (June 12, 2012): Since the time of this meeting, MassDOT has
gathered more information on the historic designation of Shea Circle. It now appears that the
Circle is a contributing element to the Morton Street Historic District, but not to the Olmsted Park
System. This issue will be refined and confirmed as the Casey Arborway project moves forward.]
Q: AM: Did you note the change?
A: SM: The change was highlighted and the date of the change noted.
Q: RH: I’m still a little lost on the MBTA routes 31, 16, and 21 and what we’ll do with them. I
don’t think it would be prudent to put them on the frontage road and past Yale Terrace. Why
aren’t they out on the main road?
A: DK: We were trying to keep the existing stops.
C: RH: Just remove the stop. Nobody uses it. Also, having people back up with buses coming
makes no sense. Just take the stop out. That’s my strong recommendation. That’s an awful left
to take and I think it would be an awful unintended consequence.
A: Sydney Janey (SJ): A fight with the MBTA is a hard one as we all know from the service cuts.
That bus stop may seem ridiculous, but it provides handicapped and elderly access to the
courthouse. I’ve seen people get off there who could not make the walk from Forest Hills Station.
I see a need for it. If you want to argue with the MBTA about that service cut, go ahead, but I’m
sure they will be upset.
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A: RH: I’ll have the argument then.
C: MN: I see so few people using it.
Q: PO: Before we approach the MBTA can we get some ridership data for that stop and
handicapped riders in particular?
A: KF: We’ll see what we can find.
C: HK: Maybe it could be on the actual Arborway and moved closer to the courthouse.
Q: Francesca Fordiani (FF): What’s the plan for access in and out of the assisted living facility at
Shea Circle?
A: DK: We assume that we would use Yale Terrace, but it’s not fully defined yet.
Q: FV: A few more comments on Shea Square: because we have 130 homes in the Stony Brook
neighborhood, we often use that turn. Now we’re adding four traffic lights. We start South Street,
go through Washington Street, there’s the one at the Arboretum bowtie and then frontage road.
That’s a lot. Could we make a U-turn at Shea Square?
A: MC: We can look at it. The geometry would allow a private car, but nothing bigger.
C: FV: O.K. next point. There is no sidewalk on Forest Hills Street. One side is the City pole yard
and the other is dirt. It would be nice if the curb could be brought out to allow a sidewalk.
A: Nina Brown (NB): Our office is the landscape architect for Arborway Yard and the proposed
plan is to have a connecting sidewalk, a buffer park and a pathway through that park to the other
side. There are 100% plans for that.
A: AD: He’s talking about the other side of the road.
C: Jeffrey Ferris (JF): As much as I’d like to see these bicycle and pedestrian improvements, I still
question spending ABP money on this when proposals to install bicycle underpasses at the
Western Avenue and River Street Bridges have been rejected. How is it justified?
A: SM: They are entirely different projects. This is holistically part of the Casey Arborway project.
It is part of meeting an overall project, it’s a safety improvement and it can be done within the
timeline of the project.
C: JF: It’s $6 million. That would put underpasses under the bridges on the Charles River. How
do you justify it?
A: AD: That’s not an apples-to-apples comparison. Our cost estimate is $6 million, but it’s for a
linear bicycle path.
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A: SM: On Western and River, if the underpasses were pursued it would kick that project out of
the ABP because of the timeframe. Those underpasses would be in the Charles River below the
100-year flood line and they would need pumps. The permitting process with Section 106, the
Clean Water Act, Chapter 91, all of those are so extensive it would take years to get the permits
and the bridges wouldn’t be done.
C: JF: You never said all that in a public meeting.
A: SM: I respectfully beg to differ.
C: BD: I’m shocked to be sitting here and you and Andrea are exchanging looks trying to figure
out how much parts of this project are! You should know the answer like that. You know more
about a project on the Charles River than you do about this one.
A: SM: Bernie, enough personal attacks.
C: BD: That’s not a personal attack. You know nothing about this!
Q: KF: Bernie, have you got a question?
A: BD: No question, just the statement.
C: Name not given (NNG): What’s the accommodation for people traveling eastbound to go home
by taking a left?
A: MC: You could go the Cemetery Road.
C: AD: This is a great conversation and there are a lot of great ideas coming. Here’s a listing of
what I think you have asked us to address:
•
•
Forest Hills Street and how we’ll treat it. We’ll review the templates and investigate.
We’ll talk to the MBTA about the ridership at the bus stop at the base of Orchardhill Road.
We will discuss bus stops and where they go.
•
•
We’ll review access in and out of Yale Terrace and in particular the senior housing access.
Kate has been doing yeoman’s work reaching out and we’ve already met with Parks and
the DCR, but we’ll also reach out to the zoo which has vehicles operating on this road.
•
One more thing, the stump of Forest Hills Street on the south side of the Arborway. Right
now it’s parking, but we want your ideas on it. Parking? Open space? Tell us.
C: RH: You missed one piece: let’s get that historical situation nailed down.
A: SM: It is nailed down. The document has been changed and posted to the website.
C: David Hannon (DH): Also, I think you need to note how the road going to Yale Terrace will be
impacted by Stony Brook traffic if they can’t make a U-turn.
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C: HK: This square is now impacting people on Orchardhill Road. I’d like to see that road
included on the map.
A: AD: We will do that.
Q: PO: Where Morton Street and the frontage road come together with all the traffic feeding into
Shea, how will that be controlled? Is it enough for a stop sign?
A: MC: At this time I would say a stop sign is most likely.
Q: SF: On the access to Forest Hills Street, did we have a maximum “medium median” width?
A: DK: On average its twenty-five feet, but at the crosswalks it’s narrowed to twelve feet for
shorter crosswalks.
C: SF: That might be a worthwhile trade-off.
A: AD: That is a big part of the balancing we’ve done.
C: PS: Please look at lane widths on the Arborway. The MBTA always wants an 11-foot lane for
buses, but maybe the others could go down to 10.5 and give you more room for a bicycle lane.
A: AD: That’s the value of having those cross sections.
Q: RH: The buses coming into Forest Hills from Mattapan would they be on the main street?
A: DK: Yes, in essence they would run down the edge of the surface road that’s north of the
overpass today
Q: RH: So the buses will come down through the light into Forest Hills. Would that stop go away?
A: DK: Well, if 500 Arborway came out of use, then maybe we could look into moving that stop.
Q: David Wean (DW): The bus stop will be on the edge of the three lane westbound road. What
accommodation would there be for pedestrians to cross over to the courthouse because right now
they just cross under the overpass.
A: AD: We’re looking at that.
C: RH: So my suggestion is that we should really leverage that to make the two bus stops a pair.
Make it a pair and that’s the east and westbound courthouse stop.
Q: HA: On the Arborway Yard design, the courthouse parking is to be accommodated at the Yard.
Assuming that goes through, why do you need the parking spaces on the frontage road?
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A: AD: We don’t know for sure that we do.
C: HA: If you’re holding Arborway Yard harmless, that design eliminates parking in front of the
court and under the bridge. Parking on a frontage road will create all kinds of delay for me and
the other families on Orchardhill Road.
A: AD: We don’t know what the courthouse wants for numbers.
C: HA: The agreement has been made that their parking will shift to the Arborway facility. That
agreement involved the City, the court, the MBTA, all of them agreed to move the spaces. Get rid
of the spaces.
A: AD: I also see that there’s an issue about angle parking there too.
Discussion of Washington Street West of the Station
C: BD: I want to talk about Washington Street. I live there and looking at this here, I see the bus
terminal has been shifted down the road and when you have the entrance for buses coming in on
the south side, it looks like all the buses coming up Hyde Park Avenue will have to use Ukraine
Way.
A: DK: All of the buses that use the upper bus-way today would still use it. The one bus that
uses it from the north would make a left turn.
Q: BD: Would that require signalization?
A: DK: We don’t know if the numbers demand would meet a signal warrant yet.
C: BD: I’ve lived here most of my life and I can tell you that you only need to look at it. Don, I
want to get this straight. I don’t know if the Asticou/Martinwood/South Street neighborhood
wants the exit directly across from it. That’s noise and lights at night. When I look at this, I see
Blackwell Path and it has a pedestrian signal already. That’s three potential lights. It doesn’t
make sense. Where are you getting the money for this? We’re rearranging the MBTA, we cannot
get Arborway Yard build. I don’t know how this is being funded.
C: RH: I think it would help if you stepped back and walked us through the current situation and
what it is you’re trying to achieve.
A: DK: Today, Washington Street west of the station is two lanes north and south. The traffic
issues include the taxi service that blocks traffic and double parking which eats into the travel
lanes. We want to widen the roadway to the east, towards the station creating pull-off space and
off-street bicycle paths in the corridor to connect the Southwest Corridor to Blackwell Path. The
bus-way would be here, moving south. Today, there’s an s-curve that comes out at South Street
and that makes for a lot of congestion. Moving the exit of the bus-way south and out of the
intersection makes things run a lot smoother. Whether we signalize or not will be looked at
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during the 25% design process. Down by Ukraine Way, the right-of-way is constrained. In my
concept plan, I had a bicycle path and a pedestrian way, but together they both get very narrow
and provide less than we’d like. Looking at this, I’d keep the bicycle path on the east side, but
terminate it on the west side at Blackwell Path. We’d have a three lane profile between Ukraine
Way and Blackwell Path.
Q: TC: You have off-street bicycle paths, which are nice. Will there be priority for buses or
bicycles?
A: DK: You would probably yield to the buses.
Q: TC: What about bicycle lanes?
A: DK: Right now we’re looking at sharrows. We really want to look at promoting bicycling and
we think we can best attract the recreational user with the off-street accommodations.
C: TC: Bicycles are the most efficient form of transportation.
A: DK: Buses are pretty efficient too. How to cross bicycles and pedestrians where the buses
enter and exit the roadway and non-motorized accommodations is something we’ll be working
on; we do recognize the cycling commuter flow.
Q: Sarah Kurpiel (SK): Looking at the reallocation of the taxi stand, I’ve seen 15-20 taxis at a time
and it looks like you’ve given space for about six vehicles in each and this is a bit more in-depth,
but I think you should consider separating private kiss and ride from taxis. Would people queue
at each turn off? Would cabs be waiting in the south one and then go into traffic to go north?
A: DK: That’s a great question. There will be space on both sides and we’ll look at having some
taxis going south too.
C: DH: If we see fifteen to twenty taxis, then there are ten more there illegally; so much of this
plan depends on enforcement.
C: FV: I see there being more taxis in Jamaica Plain. A few years ago you never saw them, but
now there are more all the time as people are opting not to own cars. You need to allocate space
for them.
A: AD: We haven’t assigned the use of the space yet. One issue raised during the WAG process is
that there’s a lot of kiss-and-ride choking up the Asticou neighborhood and so we tried to look at
moving that out of that area. This about how you look at reclaiming your neighborhood.
Q: FV: How many spaces are allocated? There are far too few right now.
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C: PO: And even more so, you took away the drop-offs on New Washington Street and at 6:30
a.m. parents are dropping kids off for school and those are mostly 13-14 year-olds and the
parents, in the winter time, wait until the buses show up.
A: AD: And we will have a whole count of that for you.
Q: Dorothy Farrell (DF): Has any consideration been given to the traffic that will come to the
Harvest Co-Op?
A: MC: When we did the 2035 traffic projections, we coordinated that with the BRA. Those
numbers were superimposed on top of the broader, regional CTPS projections.
C: SK: I think the potential new signals around the exit to the bus-way may be helpful. Those
signals will create gaps and so there will be space for the buses to exit into traffic.
A: PO: But think about queue lengths too; those bus exits may get blocked at times.
Q: SK: And then if I can keep going, just one question: can you point out where the bicycle path
to the Arboretum is?
A: DK: You have a few options if you’re coming down from the Southwest Corridor. You can
either cross New Washington Street and stay on the east side of Washington Street until you get
down to Blackwell Path and then you can cross there or you can cross to the west side of
Washington Street up by the intersection with the Arborway and then proceed south to Blackwell
Path.
Q: KW: This is a question or idea for Asticou Road and I don’t know if it’s in scope, but what
about dead-ending Asticou Road? Would you like that idea? It would definitely eliminate cut-
through and creates additional curb space for pick-up/drop-off.
A: BD: We will be having our own neighborhood meeting about that in a month and we’ll discuss
that. Closing off Asticou Road may be the only way we can survive once this starts up.
Q: KW: Is that slip lane part of tonight’s discussion?
A: DK: I’d ask that you hold that for the third DAG meeting. We want to have a very thorough
discussion of the benefits and costs associated with slip lanes.
Q: MR: I think that the cabs are a real issue. Would people picking up buses have to walk further
from the subway under this plan?
A: DK: Yes, a small distance.
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C: MR: O.K. to get back to cabs, they are a big issue; most of them drop off coming north and
then they do a U-turn to return south. The street is getting wider so that U-turn becomes more
attractive. In response I offer two choices: one is restricting cab activity to Hyde Park Avenue6 or
if you don’t like that, could we make a provision for cabs to go into the bus-way and then be able
to benefit from the light given to the buses.
A: AD: What you’re asking for is a dedicated, inside cab lane, queuing inside and off the right-ofway. We can raise that idea with the MBTA.
C: Vineet Gupta (VG): I was just about to suggest what Michael said. I would like to look at that.
At the very least the parking on the northbound side should be extended down and made a little
long. More parking along here would be very useful even if you have to adjust the bicycle path.
The other issue is the slip lane. It takes away from the pedestrian friendliness you have worked
hard to build in; can you just keep it part of the intersection?
A: DK: The slip lanes will get a lot of coverage at the next mobility meeting.
Q: LD: Have you factored in how people will drop off commuters? Is there any conversation about
dedicated access?
A: KF: Remember, we are going to be having that conversation with the school department.
A: DK: We have yet to allocate the spaces around the station for kiss-and-ride.
A: AD: And we still need the count of what’s around the circumference of the station in terms of
taxis, school-buses, and kiss-and-ride.
C: DH: The new issue for my neighborhood is that buses will be exiting directly across from
Asticou Road.
A: Mary Hickie (MH): The way they have it configured, the buses will face the old exit to Asticou
Road, the one that’s already dead-ended.
A: AD: The old exit to Asticou Road drops down and meets a wall. That’s what’s across from the
proposed exit to the bus-way.
C: DH: I’ll have headlights hitting my living room windows. If you negotiate with the MBTA to
move the bus-way, we’ll need some mitigation for Asticou Road.
C: SF: One thing missing is the Blackwell Path pedestrian signal that’s pedestrian activated. It
isn’t on the map.
6
Many DAG members expressed their dissatisfaction with this idea.
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A: DK: We’ve shifted the crosswalk and pedestrian signal to be north of the bus-way exit on this
plan.
Q: BD: Why don’t we have a representative of the police, fire department or emergency medical
services here to speak to the issues of what they will face? We were told the bridge was a great
divider, but the river of traffic will be an even bigger divider. I’m very concerned about police, fire
and medical response times. All of them will now have to negotiate down from Division 13 to
where we just had a shooting.
A: KF: During the WAG process we did have involvement from the police. I’ll work with Vineet to
have that meeting.
Q: HA: Did you say you’d already had conversations with the school department?
A: KF: That’s coming soon.
C: HA: All right. Given the number of school buses involved, please give us as much information
as you can from that conversation. It’s not just cars going through. Its buses stopping and
stopping all of the traffic when they do, particularly on New Washington Street; we also want to
know where the buses stop and the plan for relocating them. A representative from the school
department should join this meeting.
C: PO: And also talk to Metco. It’s a big spot for Metco buses and they start pick-up as early as
5:30 a.m. and sometimes drop off as late as 8:00 p.m.
C: AI: Once upon a time we had a spot on the north side of New Washington Street for pick-
up/drop-off.
A: AD: And we need to revisit it after the school bus conversation.
C: JM: One thing I noticed about the traffic model is that the northbound traffic on Washington
Street has worse transit times and I think there will be more back-up and I want to make sure
that’s been thought of because I’m sure it will be worse. I saw that in every model.
A: MC: Bear in mind that now is the time to evaluate all these things, but that the intersections
will be much better organized. Right now you get blocked by gridlock caused by bad
organization.
Q: PO: Back to the pull out lanes, when you did traffic counts, did you count the pick-up/drop-
off activity, bearing in mind it starts around 6:00 a.m.? In order to study how much capacity you
need you really should be looking in October.
A: MC: We counted driveway movements. We did do qualitative observations of the pick-
up/drop-off activity.
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Q: PO: So you really don’t know how much capacity you need?
A: MC: It’s not at the same level of detail as turning movement counts. There’s an issue of
turnover at play as well, it’s not just straight occupancy.
C: KW: As the bicycle paths approach the exit for the bus-way, please ensure that any
landscaping is low and will not block the driver or cyclist’s view.
A: MC: That’s a good point.
C: PS: Or maybe some signage.
C: KW: Or maybe a raised crosswalk so it’s at-grade for bicycles and pedestrians.
A: AD: That’s good, as it would caution the buses to slow down.
C: SM: I want to go back to Bernie’s question of funding. This project is funded through the ABP.
These improvements are funded under that program.
Q: BD: Do you have a letter to that effect?
A: SM: You have my oral testimony on two separate occasions.
C: BD: I also want to see a written document for the piece that did away with the deck and I want
to see writing on the money issue.
C: AD: All right, let me try to summarize again:
•
We will give you an account of spaces for pick-up/drop-off activity, but remember we’re
not yet saying how they are used.
•
We will do the count around the station, but only going as far south as the end of the
lower bus-way.
•
We will talk to the MBTA about raising the crosswalks and using a lane for taxi activity. It
could be a revenue source for them.
•
We will talk about school buses. That’s a big issue for us as well. We will try to get some
school department people to come and present it to you.
•
Vineet will help us organize a meeting with the emergency services folks and get their
views.
Q: BD: Can we get those emergency services representatives to come before this group?
A: KF: We will try.
C: DH: And mitigation on Asticou Road and more on signalization in the Washington Street
corridor west of the station.
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A: AD: And Asticou Road will get back to us regarding their decision for their meeting.
C: SK: And I would highly recommend doing that duration study while school is still in session.
C: VG: As you look at the section between South Street and Ukraine Way and you think about
crosswalks and buses, think of how traffic progresses. Right now the area is a problem. If you
need another signal think about putting it where buses are entering to meter the traffic going into
South Street. You might be able to solve the problem creatively by carefully looking at how traffic
is moving through there.
Q: AI: Is there any reason buses couldn’t exit the southern end of the bus-way?
A: AD: There’s some reason we didn’t look at it, I can’t recall why now.
C: ME: They’d exit on the wrong side.
A: AD: Yes, that’s it, thank you, Mike.
C: NNG: I think graphically; that’s how I’d like the information presented. Get the drawings even
bigger. Never show proposed without existing so we can see before and after. Get graphic
representations of the problem vehicles. Get it so it is graphically communicated. Make it easier.
A: AD: We can do that now that we have layers.
C: KF: O.K. that’s about it for tonight. How many folks would be interested in a special subgroup
meeting on traffic? Oh, gosh, lots of hands. O.K. we’ll figure out a way to do that.
Next Steps
The next milestone in the public involvement process will be the second DAG meeting scheduled for
Wednesday, May 16, 2012. This meeting will address sustainability issues in regard to the 25%
design. Additional meetings, one to address traffic, and another to welcome and DAG members who
were not part of the WAG process are being scheduled at the time of this writing.
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Appendix 1: Attendees
First Name
Last Name
Affiliation
Henry
Nina
Nathaniel
Heather
Maureen
Todd
David
Andrea
Lisa
Bernard
Michael
Dorothy
Jeffrey
Kate
Francesca
Sarah
Vineet
Michael
David
Janet
Mary
Russell
Allen
Sydney
Hillary
Don
Paul
Sarah
Osborne
Anne
Steve
Jessica
Kevin
Mark
Paula
Michael
Bill
Steve
Nathaniel
Pete
Michael
Allen
Brown
Cabral-Curtis
Carrito
Chlebek
Consentino
Curtis
D’Amato
Dix
Doherty
Epp
Farrell
Ferris
Fichter
Fordiani
Freeman
Gupta
Halle
Hannon
Henkel
Hickie
Holmes
Ihrer
Janey
Kelley
Kindsvatter
King
Kurpiel
Mastra
McKinnon
McLaughlin
Mink
Moloney
Navin
Okunieff
Reiskind
Reyelt
Schneider
Shea
Stidman
Trepanier
[For Liz O’Connor – DAG]
DAG
Howard/Stein-Hudson
[For Elizabeth Wylie – DAG]
McMahon Associates
DAG
Community resident
HNTB
DAG
DAG
DAG
DAG
Community resident
MassDOT Planning
DAG
DAG
BTD
DAG
DAG
Southwest Corridor PMAC
DAG
State Representative
DAG
DAG
DAG
HNTB
MassDOT ABP
DAG
Community resident
Community resident
MassDOT ABP
DAG
DAG
DAG
DAG
DAG
DAG
DAG
Office of Senator Sonia Chang-Diaz
Boston Cyclists’ Union
MassDOT Environmental
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Frederick
Kevin
George
Vetterlein
Wolfson
Zoulalian
DAG
DAG
DAG
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Appendix 2: Received Emails
Please see the following pages.
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