Service Analysis
INTRODUCTION
The Everett Transit Action Plan is an initiative to develop near and long-term solutions to improve transit
for the residents and workers of Everett. As an initial step in developing these solutions, MassDOT
undertook an in-depth analysis of existing transit services in the City. Analysis focused on understanding
how Everett riders use the MBTA system, the level to which services meet existing needs, and what
barriers residents face to using transit. MassDOT assessed the condition of bus routes serving Everett,
how they interact with the broader MBTA system, and how the City’s local infrastructure affects access to
transit services. Key findings and analyses are grouped within the following sections:

Transit Service Characteristics: provides a high level overview of MBTA transit services within
Everett. This section also provides perspective on broader ridership and service trends affecting
Everett’s population.

Infrastructure Characteristics: a summary analysis of existing roadway, bicycle, pedestrian and
overall multimodal access within Everett based on previous planning efforts and field
observations.

Bus Stop Audits: an assessment of the physical condition of the ten highest ridership bus stops
within the City of Everett. Assessments were conducted in the fall of 2015. Full audits of each of
the ten bus stops are included Appendix A.

Route Profiles: an in-depth evaluation of each individual MBTA bus route providing service to
Everett. This analysis examines factors such as existing ridership, performance, and overall
service quality, helping to identify opportunities for service improvements. Full evaluations for
each route are provided in Appendix B.

Related Plans and Studies: provides a high level assessment of recent transportation and
overall planning efforts conducted by the City of Everett, the region MPO, MassDOT, and other
entities. The status of major projects proposed by these plans is also reviewed. Full descriptions
of the plans reviewed and evaluated are provided in Appendix C.
Existing Conditions | 1
TRANSIT SERVICE CHARACTERISTICS
Existing Services

Everett is served by nine MBTA bus routes, which primarily connect the City to MBTA
subway stations located in neighboring municipalities.
−
The City of Everett is directly served by 9 MBTA local bus routes (Figure 1).
−
Each of these routes is anchored to at least one MBTA subway station.
−
Nearly 30,000 customers in total board the 9 bus routes that serve Everett each weekday.
Approximately 7,400 of these boardings occur within Everett city limits.
−
Unlike neighboring cities and towns, Everett has only limited direct service to Downtown
Boston. No express bus services or subway lines pass through the City, and the
Rockport/Newburyport commuter rail line bisects Everett without stopping.
Figure 1 | MBTA Service in Everett Map
Existing Conditions | 2
Overview of Everett Bus Routes



Route 97 provides service between Wellington Station and
Malden Center Station via Everett Square and Hancock Street.
−
Primarily operates on Revere Beach Parkway, Broadway,
Hancock Street, and Canal Street.
−
Route 97 is the only route that regularly goes to Gateway
Center, as well as the only route directly serving residents
on Hancock Street.
−
About 850 people ride Route 97 each day.
−
Route 97 is the lowest ridership bus route in Everett.
Route 99 provides service between Wellington Station and the
former Boston Regional Medical Center (Stoneham) via Main
Street and Malden Center Station.
−
Primarily operates along Main Street in Everett and Malden
and Highland Avenue in Malden, Medford, and Stoneham.
−
Route 99 is the second longest route serving Everett and
connects multiple markets:
o
To South: Connects Wellington Station to Malden
Center Station via Main Street. Serves Gateway
Center on Saturdays only.
o
To North: Connects Malden Center Station to former
Boston Medical Center via former Malden Hospital
and Highland Avenue.
−
Route 99 serves 1,500 riders each weekday.
−
It has the 6th highest ridership of any route that serves
Everett.
Route 104 provides service between Sullivan Square Station
and Malden Center Station via Everett Square and Glendale
Square.
−
Primarily operates along Broadway and Ferry Street,
serving many of Everett’s local business districts.
−
Route 104 is the busiest route in Everett with over 4,000
boardings per weekday.
−
Route 104 operates about every 15 minutes during rush
hour. By comparison, Route 7 in South Boston, which
serves 4,500 passengers per weekday, runs every 4
minutes.
−
Route 104 is among the top 30 highest ridership routes in
the MBTA system.
Existing Conditions | 3
Overview of Everett Bus Routes


Route 105 provides service between Sullivan Square Station
and Malden Center Station via Main Street and Newland
Street.
−
Route 105 is the only service directly connecting Main
Street to Lower Broadway and Sullivan Square.
−
Route 105 runs every 30 to 70 minutes from 5:00 am to
6:40 pm on weekdays, less frequently and for fewer hours
than most other bus routes in Everett.
−
Just under 1,000 riders use Route 105 each weekday.
−
Route 105 has the second lowest ridership of any Everett
bus route.
Route 106 provides service between Wellington Station and
the Lebanon Street Loop or Franklin Square via Main Street
and Malden Center Station.
−
Operates along Main Street in Everett, Salem and Lebanon
Streets in Malden, and Main Street in Melrose
−
Route 106 has seven service variations. Most rush hour
trips begin at the Lebanon Street Loop, while mid-day trips
and some rush hour trips begin at Franklin Square.
−
About 2,700 riders board Route 106 each weekday.
−
It is the 5th highest ridership Everett bus route and has the
most riders of any route operating on Main Street.
Existing Conditions | 4
Overview of Everett Bus Routes


Route 109 provides service from Sullivan Square Station to
Linden Square via Everett Square and Glendale Square.
−
Route 109 runs the length of Broadway in Everett, before
turning east on Eastern Avenue.
−
Route 109 provides early morning and late night service,
starting weekday service at 4:45 and ending at 1:15.
−
About 3,700 riders use Route 109 each weekday.
−
Route 109 is the second most utilized Everett bus service,
with just a few hundred riders less than Route 104.
−
Route 109 is among the top 50 highest ridership routes in
the MBTA system.
Route 110 provides service between Wellington Station and
Wonderland Station via Everett Square and Broadway & Park
Avenue in Revere.
−
Primarily operates on Route 16, Ferry Street, Park Avenue,
and Beach Street.
−
Within Everett, Route 110 runs crosstown, serving
residential neighborhoods and Everett High School.
−
Route 110 is one of the few high frequency crosstown
services operated by the MBTA.
−
Around 2,900 riders use Route 110 each weekday.
−
It is the 4th highest ridership route that operates in Everett.
Existing Conditions | 5
Overview of Everett Bus Routes
Route 111 provides direct service to Haymarket from Everett,
Cheslea, and Revere.

−
Route 111 provides the only direct service from Everett to
Downtown Boston.
−
Woodlawn is the only Route 111 stop in Everett.
−
Route 111 has more trips per day than any other MBTA
bus route, but only half of these trips serve the Woodlawn
stop.
−
Route 111 serves 11,700 passengers per day.
−
It is among the top ten highest ridership routes in the
MBTA system.
−
Route 111 has more boardings per weekday than any
other bus route serving Everett, though only 2% of riders
board in the City.
−
Route 111 is the only Key Bus Route serving Everett.
Route 112 provides service between Wellington Station and
Wood Island Station via Everett Square and Downtown
Chelsea.


−
Primarily operates along Revere Beach Parkway, Chelsea
Street, Everett Avenue, and Central Avenue.
−
Route 112 is the only direct transit service from most of
Everett to Chelsea.
−
The route serves around 1,400 riders per day, the 7th most
of any Everett service.
−
Route 112 runs at similar frequency to Route 97, but
serves nearly 50% (500) more riders.
Broadway and Main Street are Everett’s major transit corridors. Buses also serve Ferry
Street, Elm Street, Chelsea Street, and Hancock Street.
−
Within Everett, multiple local bus routes provide overlapping, high frequency service on both
the Broadway and Main Street corridors.
Existing Conditions | 6
o
Routes 104 and 109 provide at least 8 trips per hour on Broadway during weekday peak
periods. Combined, these routes serve over 7,500 passengers on Broadway and Ferry
Street daily, as many riders as some Key Bus Routes. 1
o
Nine of out of the ten highest ridership stops in Everett are located along the Broadway
corridor, primarily near Everett Square (Figure 2 and 3).
−
Routes 99, 105, and 106 together provide at least 6 trips per hour on Main Street during the
weekday peak. Route 97 serves the residential neighborhoods between Main Street and
Broadway.
−
Everett is also served by two crosstown routes that connect the Blue Line to Orange Line
service at Wellington Station.
−
o
Route 110 serves Everett Square and the southern half of Ferry Street before continuing
to Revere and the Blue Line at Wonderland Station.
o
Route 112 provides the only service between Everett Square and Downtown Chelsea,
and also connects Everett to Blue Line service at Wood Island Station.
Route 111, which primarily connects Chelsea directly to Downtown Boston via the Tobin
Bridge, has a single stop in Everett. This stop has the highest ridership of any stop not
located along the Broadway corridor, potentially indicating demand for direct transit service to
Boston.
1
The MBTA has designated 15 of its busiest bus routes as “Key Bus Routes”. Each Key Bus Route operates at a
high frequency, 7 days a week, to meet passenger demand along high-density corridors. Service operates every 10
minutes or better during weekday peak periods, every 15 minutes or better during weekday midday, and every 20
minutes or better during off-peak periods.
Existing Conditions | 7
Figure 2 | Bus Stop Audit Locations
Existing Conditions | 8
Figure 3 | Highest Ridership Stops in Everett
STOP
Broadway @ Everett
Square
TOTAL
RIDERSHIP*
ROUTES
SERVED
988
97, 104, 109,
110, 112
MAJOR DESTINATIONS
Everett Square Business District
Everett City Hall
Parlin Library
Broadway @ Norwood
Street
967
97, 104, 109,
110, 112
Everett Square Business District
Everett City Hall
Parlin Library
Broadway @ Ferry Street
694
104, 109
Glendale Square Shopping Center
Everett High School
Glendale Park
Everett Recreational Department
Broadway @ Gladstone
Street
689
Elm Street Opposite Haskell
Avenue
605
Broadway @ Hancock
Street
357
Broadway @ High Street
339
97, 104, 109,
110, 112
110,111
Whittier School
Local Businesses and Residences
Local Businesses and Residences
Woodlawn Cemetery
97, 104, 109
Parlin Junior High School
Everett Boys & Girls Club
97, 104, 109
Parlin Junior High School
Everett Boys & Girls Club
Broadway @ Raymond
Street
249
104, 109
Broadway @ Mansfield
Street
248
97, 104, 109
Broadway Opposite Second
Street
238
Local Businesses and Residences
Everett Square Business District
Everett City Hall
97, 104, 109,
110, 112
Everett Square Business District
Parlin Library
*Total Ridership includes weekday boarding and alightings for all MBTA routes that serve each stop.
Existing Conditions | 9
Service Observations
KEY FINDINGS

Everett is the only community bordering Boston that does not have an easily accessible subway, express bus, Key Bus
Route, or commuter rail service to downtown.

Most Everett transit riders are traveling to destinations outside of Everett. A significant proportion of these trips require one
or multiple transfers.

Splitting bus terminals between Sullivan Square and Wellington reduces the effective frequency of outbound service to
Everett and restricts access to Cambridge-bound connecting services at Sullivan Square from Main Street.

Everett bus routes have low ridership turnover, meaning that many transit riders travel to the end of a route to access
connecting services. This contributes to overcrowding, and as a result, some trips frequently approach or exceed the MBTA
service guidelines for passenger-to-seat ratio.

Everett bus routes are heavily utilized during off-peak times, despite operating less frequently. As a result, some Everett offpeak trips are severely overcrowded or leave passengers at the curb.

Congestion severely affects MBTA operating in Everett. Some routes are scheduled to take twice as long to complete their
runs during peak periods when compared to off-peak and weekend service.


Everett transit riders have access to only a limited set of destinations within a one-seat
ride. Many riders therefore transfer to other transit services to reach their final
destinations.
−
MBTA bus services primarily connect Everett to immediately neighboring municipalities,
including Medford, Revere, and Chelsea.
−
Transit riders seeking access to major job centers in Downtown Boston, Cambridge, Back
Bay, and Somerville must transfer to other bus or subway services.
Transfers to and from Everett bus lines occur primarily at MBTA subway stations, six of
which are directly accessible from Everett using transit.
−
No Everett bus route provides direct service west of the Orange Line.
−
Only Route 111, which only has one stop in Everett, provides direct service to Downtown
Boston.
−
Everett transit riders traveling to points east and south of the Mystic and Malden Rivers must
transfer to MBTA bus and rail services at Orange or Blue Line stations just outside of the
City. Connections to Route 111 are also available in downtown Chelsea.
−
Everett riders needing to transfer to routes serving adjacent communities can also transfer at
multiple locations, but most likely happen in pedestrian-friendly Everett Square, where five of
the nine bus routes meet.
−
Nearly 40% of both boardings and alightings on Everett bus routes occur at a subway station.
As each boarding or alighting must have an accompanying boarding or alighting, it can be
inferred that as many as 80% of bus riders on Everett bus routes pass through a subway
station during their trip.
−
Apart from Malden Center, the MBTA subway stations accessible from Everett buses are
relatively isolated from major destinations. Therefore, it is likely that most Everett riders at
these stations are transferring, rather than beginning or ending their trip.
Existing Conditions | 10

Ridership from Everett bus routes is primarily distributed among four Orange Line
stations.
−
Almost 97% of the boardings and alightings on Everett bus routes at MBTA subway stations
occur at Haymarket, Malden Center, Sullivan Square, and Wellington. Route 111 accounts
for 42% of boardings and alightings, all of which occur at Haymarket (Figure 4).
−
Excluding Route 111, Everett ridership is relatively evenly distributed between the Malden
Center, Sullivan Square, and Wellington Orange Line stations.
o
−
Just 5% of riders board or alight at Blue Line stations, which provide fewer and less direct
connections to major destinations for Everett riders.
Figure 4 shows all riders on Everett-serving bus routes, rather than just riders whose trips
begin or end in Everett. As these routes also serve adjacent communities, the distribution
presented in Figure 4 does not entirely reflect the distribution of Everett trips. Data available
from the MBTA currently does not allow for non-Everett trips to be accurately excluded.
Figure 4 | Everett Bus Route Ridership at Subway Stations by Station
Haymarket
Malden
Center
Sullivan
Square
Wellington
Wonderland
Wood
Island
All Everett
Routes
42%
16%
21%
19%
2%
1%
Excluding
Route 111*
N/A
27%
36%
32%
3%
2%
Note: Includes all inbound and outbound weekday boardings and alightings on Everett-serving bus routes that occur
at MBTA subway stations.
*Route 111 is accessible from only one stop within Everett, and thus generates the majority of its ridership from stops
outside of the City. As Route 111 is the only Everett-serving bus route that stops at Haymarket, excluding Route 111
provides additional insight into the distribution of Everett trips at nearby MBTA subway stations.
−

If non-Everett trips were excluded, the following can be inferred:
o
The proportion of trips to and from Haymarket would decrease almost entirely, as Route
111 primarily serves stops outside of Everett. As it serves only one stop in Everett, Route
111 can be excluded from the dataset without distorting information about Everett riders.
o
The proportion of trips to Malden Center would decrease substantially, as Route 99, 105,
and 106 serve numerous riders in Malden and Medford who likely board or alight at the
station.
o
The proportion of trips to Sullivan Square would increase, as Route 104 and Route 109
mostly serve Everett riders.
o
Sullivan Square and Wellington station both serve at least 35% of Everett riders who
pass through a rail station, with Sullivan Square likely serving over 40%. Sullivan Square,
Malden Center, and Wellington all serve at least 1,000 Everett riders per day.
Everett-bound trips have less frequency, longer waits, and thus longer trip times, than
Orange Line-bound trips because bus options are dispersed between Sullivan, Wellington,
and Malden.
Existing Conditions | 11
−
Most Everett bus routes begin and/or end at either Sullivan Square, Wellington, or Malden
Center. In terms of trips per hour, service is even split between Sullivan Square and
Wellington. Some routes originating at these stations also terminate at Malden Center.
−
Traveling from Everett:
−
o
Riders can board all nine Everett bus routes in the inbound direction towards Sullivan
Square and Wellington to access the Orange Line (see Figure 5).
o
Riders can also board several routes in the outbound direction to access Malden Center.
o
As a result, in the morning peak, riders on Broadway and Main Street have access to at
least 8 Orange Line-bound buses per hour.
Returning to Everett:
o
Riders must alight at one of the three Orange Line stations.
o
Less than half of the bus service from the Orange Line to Everett is available at each
station (see Figure 6 through Figure 8).
o
As a result, if a Broadway-bound rider exits at Sullivan Square, they have access to only
4 buses per hour.
o
With fewer options, riders often have to wait longer for the bus, may miss connecting
buses that come infrequently, and cannot accurately predict their total travel time.
Existing Conditions | 12
Figure 5 | Bus Frequencies to Orange Line from Everett
This map shows the frequency of buses coming from Everett towards to the Orange Line during morning peak service. Sullivan
Square, Wellington, and Malden Center are all served by multiple Everett routes. The map highlights bus routes that serve Everett
with red lines of different thicknesses representing higher or lower service frequency. Several routes serve two Orange Line
stations both inbound and outbound, which increases the frequency of buses to the Orange Line in the morning.
Existing Conditions | 13
Figure 6 | Bus Frequencies from Sullivan Square to Everett
This map shows the frequency of buses running towards Everett from Sullivan Square during evening peak service. The map
highlights bus routes that serve Everett with red lines of different thicknesses representing higher or lower service frequency. Most
trips from Sullivan Square serve Broadway. Main Street is served by just two trips per hour, while south Ferry Street and Elm Street
have no service from Sullivan Square.
Existing Conditions | 14
Figure 7 | Bus Frequencies from Wellington to Everett
This map shows the frequency of buses running towards Everett from Wellington during evening peak service. The map highlights
bus routes that serve Everett with red lines of different thicknesses representing higher or lower service frequency. Most trips
from Wellington serve either Main Street or south Ferry Street and Elm Street. There is no service from Wellington to Broadway
north of Hancock Street or north Ferry Street.
Existing Conditions | 15
Figure 8 | Bus Frequencies from Malden Center to Everett
This map shows the frequency of buses running towards Everett from Malden Center during evening peak service. The map
highlights bus routes that serve Everett with red lines of different thicknesses representing higher or lower service frequency. Main
Street, north Ferry Street, and Broadway south of Glendale Square are nearly equally served by routes coming from Malden Center.
No Malden Center services run on south Ferry Street, Elm Street, or Chelsea Street.
Existing Conditions | 16

Many Everett bus riders are transferring to other buses to reach their destination, but
service is unequal and difficult.
−
The southern terminals of most Everett bus routes are split between Wellington and Sullivan
Square.
−
Sullivan Square Buses (Figure 9):
−
o
Routes 104 and 109 connect Broadway and north Ferry Street to Sullivan Square.
o
Route 105 is the only service on Main Street that goes to Sullivan Square.
o
Riders can connect at Sullivan Square to bus routes serving major destinations in
Cambridge, Somerville, Charlestown, and Allston.
o
Sullivan Square routes do not serve key parts of Medford and Malden, such as the
Meadow Glen Mall.
Wellington Buses (Figure 10):
o
Routes 97, 99, 106, 110 and 112 connect Everett to Wellington.
o
Within Everett, Wellington routes serve Main Street and south Ferry Street.
o
Riders can transfer to bus routes serving Medford and Malden.
o
Riders transferring at Wellington have limited access to Cambridge and Somerville, but
cannot directly get to Harvard Square, Central Square, or Kendall Square.
−
As a result of this configuration, riders boarding on Main Street and the eastern part of
Everett have significantly less access to Cambridge and Somerville than riders on Broadway.
−
Many of these riders likely transfer twice to travel to job centers like Harvard Square, which is
among the top ten destinations for Everett transit riders (150+ riders per day).
Existing Conditions | 17
Figure 9 | Bus Connections from Sullivan Square
This map shows all of the buses that serve Sullivan Square station. Buses that serve Everett are shown with red lines of
different thicknesess representing the frequency of service to Sullivan Square during the morning peak. Routes serving
other communities are shown with black lines. All routes are surrounded by red buffer that highlights the distance a rider
is typically willing to walk to access bus service (1/4 mile). The map shows that connecting bus services from Sullivan
Square provide access to wide range of job centers, including Cambridge and Downtown Boston. However, Everett
Existing Conditions | 18
residents living on Main Street have limited access to Sullivan Square, and residents on south Ferry Street and Main Street
must transfer at least once to access services at the station.
Figure 10 | Bus Connections from Wellington
This map shows all of the buses that serve Wellington station. Buses that serve Everett are shown with red lines of
different thicknesess representing the frequency of service to Wellington during the morning peak. Routes serving
other communities are shown with black lines. All routes are surrounded by red buffer that highlights the distance a
rider is typically willing to walk to access bus service (1/4 mile). The map shows that connecting bus services from
Wellington provide access to a more limited range of destinations than Sullivan Square, primarily within Medford and
Existing Conditions | 19
Malden. Wellington is the primary end point for services from Everett on Main Street, south Ferry Street, and Elm Street.
Riders on those streets have less access to Sullivan Square, and thus longer trip times to destinations such as
Cambridge.
Existing Conditions | 20

Everett bus trips throughout weekday and weekend service frequently have standing
passengers.
−
The MBTA uses passenger-to-seat ratio as a metric for defining overcrowding on a given
route or trip.
−
Trips exceeding one passenger per seat during off-peak or weekend service or 1.4
passengers per seat during weekday peak service violate this standard.
o

Buses serving Everett typically have 38 seats. Therefore any off-peak or weekend trip
averaging 39 or more passengers or any weekday peak trip averaging 53 or more
passengers violates the maximum passenger-to-seat standard.
−
During weekday peak service, only a select number of Route 111 trips regularly violate the
MBTA overcrowding standard. However, nearly all Everett buses have multiple trips with
standing passengers. Some of these trips exceed 53 passengers on some service days, but
remain below the overcrowding standard on average.
−
Average maximum passenger loads by trip are included in each route profile (see Appendix
B)
The most crowded trips typically occur during off-peak and weekend service. This likely
occurs because demand for service is decreasing less than the frequency of service.
−
Five of the nine bus routes that serve Everett have at least one trip that regularly exceeds the
maximum passenger-to-seat standard. These trips frequently occur during off-peak and
weekend service (Figure 11).
−
Overcrowded trips most frequently occur during early morning service, particularly at the start
of service and on trips just before the start of peak service. This ridership pattern indicates a
need for an earlier start of service, as well as more frequent service just before the AM peak.
−
The majority of overcrowded trips occur on Routes 104, 109, and 111. All three of these
services are primarily used by riders to reach the Orange Line or Downtown Boston. Inbound
riders therefore remain on the bus to the end of the line, resulting in very low ridership
turnover and overcrowding. Most outbound riders board at the start of service, which results
in both overcrowding and slow boarding times at stations.
Existing Conditions | 21
Figure 11 | Trips Exceeding MBTA Maximum Passenger-to-Seat Ratio
Route
Weekday Peak
Weekday OffPeak
Saturday
Sunday
Total Trips
97
0%
0%
0%
0%
0
99
0%
0%
0%
0%
0
104
0%
24%
33%
30%
48
105
0%
14%
4%
0%
4
106
0%
4%
1%
0%
3
109
0%
16%
20%
39%
41
110
0%
15%
7%
6%
15
111
3%
30%
23%
16%
191
112
0%
0%
3%
0%
1
Note: The MBTA maximum passenger-to-seat ratio is 1.0 during off-peak and weekend service and 1.4 during peak
periods (7:00 to 8:59 am and 4:00 to 6:29 pm on weekdays. This chart details the percentage of total trips that exceed
this standard, rather than measuring whether a route violates the Vehicle Load Standard, as defined by the MBTA
Service Delivery Policy. This standard is based on average loads over a given time period, instead of overcrowding on
individual trips.

Congestion on local Everett roadways, especially on Broadway, severely affects MBTA
operations.
−
The MBTA regularly alters bus schedules to reflect actual observed running times. These
schedule adjustments account for regularly occurring congestion and operational delays, but
cannot factor in highly variable events.
−
Nearly all Everett bus routes are scheduled to take 10 minutes longer or more at peak than
during off-peak and weekend times (Figure 12).
−
The routes with the greatest schedule variation all serve either Broadway or the Tobin Bridge,
which have more congestion during peak periods.
o
Routes 104 and 109, which operate on Broadway, take over 20 minutes longer to
complete during peak service.
o
For both routes, this represents a 140% increase in scheduled running time.
−
Even with adjusted schedules, most Everett routes run behind schedule at least 30% of the
time.
−
Overall on-time performance, however, generally reflects or exceeds the MBTA systemwide
average, which was 64% in 2014.
−
There does not appear to be a strong relationship between ridership by trip and on-time
performance. This may indicate that on-time performance is more significantly affected by
congestion, rather than variable or slow passenger boarding.
−
Route 105 has the lowest overall on-time performance. This route has relatively infrequent
service, but is the only direct option from Main Street to Sullivan Square.
Existing Conditions | 22
Figure 12 | Weekday On-Time Performance by Route
Within
Scheduled
Route
On-Time
Late
Early
Headway
Schedule
Variation
(minutes)*
97
66%
33%
2%
N/A
6
99
67%
30%
3%
N/A
7
104
61%
33%
5%
0%
25
105
58%
41%
1%
N/A
14
106
71%
25%
5%
N/A
12
109
58%
39%
3%
0%
21
110
71%
24%
5%
1%
15
111
73%
12%
2%
14%
23
112
64%
28%
8%
0%
15
Note: On-time performance data includes all non-school trip weekday operations from November 1-20, 2015. Only services operating every 10 minutes or less
can violate headway-based on-time standards. See MBTA Service Delivery Policy for a full description of on-time performance standards. Totals may not add up
to 100% due to rounding.
*Schedule variation is the difference in scheduled trip time between the shortest trip and the longest trip on the primary variant during weekday service only.
Existing Conditions | 23
EXISTING INFRASTRUCTURE
Roadway Network
KEY FINDINGS

Everett’s residential neighborhoods have a complex, local serving and disconnected street network.

Industrial neighborhoods south of Route 16 have a limited street network, especially east of Lower Broadway.

Many of Everett’s main corridors support both local and regional traffic, which increases overall congestion and negatively
affects MBTA service.

Most major roads in Everett, especially north of Route 16, are narrow, with one lane in each direction, limiting the ability to
provide dedicated multimodal connections.


Revere Beach Parkway (Route 16) separates Everett’s street network into two distinct
districts (Figure 14).
−
North of Route 16: Everett’s residential neighborhoods have a very dense, but highly
disconnected street network. While portions of the network resemble a grid, many local roads
are short and do not meet at four-way intersections. Instead of distributing traffic across a
wide range of roads, this design instead funnels local traffic onto the few key corridors that
connect through neighborhoods. These corridors include Broadway, Main Street, Ferry
Street, Chelsea Street, Elm Street, Hancock Street, and the Revere Beach Parkway. Where
these meet, the roads create congestion chokepoints such as Sweetser Circle, Everett
Square, and Glendale Square (Figure 14).
−
South of Route 16: Everett’s industrial and commercial districts have a limited street network,
with fewer overall roads. Most of these are located near Lower Broadway. Broadway, 2nd
Street, and Everett Avenue are the only roads that cross both Route 16 and the MBTA
commuter tracks. Lower Broadway has by far the highest traffic volume and is the only grade
separated railroad crossing. Nearly all other roads in the southern part of Everett feed into
one of these three corridors.
The Mystic River, Malden River, and Boston Harbor are natural barriers separating Everett
from surrounding communities and limiting connections from the Downtown Core to the
North.
−
Drivers traveling to and from the northeastern suburbs primarily rely on six major bridges and
tunnels to cross the rivers and harbor. The crossings, from south to north, include the Ted
Williams Tunnel (Interstate 90), Sumner/Callahan Tunnels (Route 1A), Tobin Bridge (Route
1), Alford Street Bridge (Route 99), Woods Memorial Bridge (Route 16), and Route 28 in
Somerville. Local roads through Malden and Medford north of the Malden River are also
utilized to a lesser extent.
−
All of the crossings east of Everett are tolled in at least one direction, increasing pressure on
the connections through Everett as drivers attempt to avoid the tolls.
−
The Alford Street Bridge (Route 99) and the Woods Memorial Bridge (Route 16), provide
direct connections to interstate highways and local roads that lead to the job centers in
Downtown Boston and Cambridge.
−
Near-term plans to introduce northbound tolls on the Tobin Bridge as part of All Electronic
Tolling program may add additional traffic to the Everett bridges during the evening peak.
Existing Conditions | 24




Everett’s primary corridors serve both local and regional functions, and are congested,
especially at peak times.
−
The Alford Street Bridge and the Woods Memorial Bridge funnel traffic onto Broadway and
Revere Beach Parkway (Route 16) respectively. Both of these corridors are also the only
major streets that connect all the way through Everett.
−
The intersection of Broadway and Revere Beach Parkway – Sweetser Circle – is grade
separated with the connecting circle above Route 16 and the MBTA commuter rail tracks.
The circuitous connections between Upper and Lower Broadway, Main Street, and
connecting roads, carries high volumes and distributes local and regional traffic.
−
Santilli Circle, located just west, provides through traffic on Route 16 and distributes access
to numerous surrounding roads, including entries to Gateway Center, Route 99, the River’s
Edge Industrial Area, and the Lower Triangle neighborhood.
−
The combination of local and regional traffic needing to use the same facilities leads to
significant congestion on Everett’s primary corridors, and backups at these key intersections.
Only a limited number of Everett roads connect different parts of the City. Most of these do
not have direct connections to Route 16 or Lower Broadway, requiring travel through
additional local roads and congested intersections to reach the regional network.
−
Beacham Street connects Lower Broadway to Chelsea through the Produce Market and
industrial areas shared by the two communities.
−
2nd Street bisects Everett’s Commercial Triangle as it travels from Broadway to Market
Basket in Chelsea, and is one of the major crossings of Revere Beach Parkway.
−
Main Street connects the west side of Everett from Sweetser Circle towards Malden Square.
−
Chelsea Street parallels Revere Beach Parkway on the north side from Broadway east
towards Everett Avenue.
−
Ferry Street is a neighborhood-serving street running from Chelsea Street on the south past
Everett High School, crossing Broadway at Glendale Square, and continuing to Malden
Center.
−
Elm Street connects from Ferry Street, near Everett High School, towards Revere.
Apart from the Revere Beach Parkway and Lower Broadway, major roads in Everett have
narrow right-of-ways. Installing dedicated transit-only lanes on these corridors would
require a significant reallocation of road space.
−
Everett’s major roads, like many corridors in the Greater Boston area, are relatively narrow,
with one travel lane in each direction.
−
Most of the City’s roads run through established built-out neighborhoods and therefore
cannot be widened.
−
Many of these roads also serve local uses, with storefronts, driveways, local institutions, onstreet parking and busy, active street life, which greatly add friction to traffic operations.
MBTA bus routes must use the few roads that connect through Everett, with the
associated congestion and lack of dedicated facilities.
−
Broadway, Main Street, and Ferry Street, which are the major transit corridors in Everett, all
have one to two travel lanes in each direction, along with some on-street parking (Figure 13).
−
Public transportation is most attractive and effective when the travel times it enables improve
on or are similar to travel times using a car.
Existing Conditions | 25
−
The MBTA operates high frequency transit services on Main Street and Broadway to
Wellington and Sullivan Square stations. Around 550 buses per day pass through Sweetser
Circle between these locations. Congestion at the circle and along these corridors therefore
significantly affects MBTA services, leading to delays for riders and increased operations
costs.
Figure 13 | Example Everett Street Cross-Sections
Road
Segment
Total Width
# of Travel
Lanes
On-Street
Parking
Bike Lanes
MBTA
Routes
Broadway
Bowdoin Street
to Beacham
Street
64’
4
One Direction
Both
Directions
105, 104,
109
Broadway
Hancock Street
to Mansfield
Street
45’
2
Both Directions
None
97, 104, 109
Main Street
Carter Street to
Belmont Street
40’
2
Both Directions
None
99, 105, 106
Ferry Street
Walnut Street to
Rich Street
34’
2
Both Directions
None
104
Ferry Street
Cottage Street to
Elm Street
36’
2
One Direction
None
110
Revere Beach
Parkway
Santilli Circle to
Wellington
72’
6
None
None
97, 99, 106,
110, 112
Revere Beach
Parkway
Lewis Street to
Everett Ave
90’
6
None
None
None
Existing Conditions | 26
Figure 14 | City of Everett Roadway Network
Existing Conditions | 27
Pedestrian and Bicycling Network
KEY FINDINGS

Everett has limited dedicated pedestrian or bicycle infrastructure as well as a steep topography, leading to barriers and gaps
that reduce multimodal access to much of the City.

Revere Beach Parkway and the MBTA commuter rail tracks are major barriers separating Everett’s commercial and
development zones from residential neighborhoods.

Everett has limited bicycle infrastructure.
−
Existing dedicated bicycle infrastructure is primarily located in the southern and western parts
of the City (Figure 15).
o
−


The Northern Strand Community Trail runs along the former Boston and Maine Saugus
Branch Railroad west of Main Street. In Everett, the trail begins at Wellington Avenue,
just north of Sweetser Circle, and continues north through Malden towards Saugus.
On-street bicycle lanes were installed on Broadway starting just south of Sweetser Circle
during a recent street-reconstruction project. Buffered bike lanes were also installed on the
new Alford Street Bridge, completing a continuous bicycle facility from Lower Broadway into
Sullivan Square. Field observations indicate strong desire lines exist between residential
neighborhoods and many destinations within Everett. Without direct connections or dedicated
facilities, a high proportion of cyclists have been seen riding on sidewalks and riding against
vehicle traffic, decreasing safety for all users.
The Revere Beach Parkway (Route 16) and the MBTA commuter rail tracks are barriers for
pedestrians and bicyclists.
−
Crossing the Revere Beach Parkway and the MBTA commuter rail tracks is significantly more
difficult for pedestrians and bicyclists than it is for motorists (Figure 16).
−
Although sidewalks exist, Santilli and Sweetser Circle on Route 16 are circuitous and unsafe
environments for both pedestrians and cyclists. To cross each rotary, pedestrians and
cyclists must traverse several un-signalized crosswalks across access roads with high-speed
traffic. Sidewalks direct users around the exterior of the circles, significantly increasing
walking time. Field evidence suggests that pedestrians cut across Santilli Circle, which is
mostly at-grade, to shorten the walk time to adjacent destinations such as Gateway Center.
−
Gateway Center, a major regional shopping center, can only be accessed from the west side
of Santilli Circle. This requires Everett residents to cross the entire parking area to access
shops. Additional ped/bike connections would require dedicated facilities across difficult
terrain.
−
East of Sweetser Circle, pedestrian crossings of the Revere Beach Parkway are few and
often separated by a quarter mile or greater. The lack of crossings at many intersections
contributes to this auto centric environment and greater increases the time it takes to walk,
bike or access transit services in the Commercial Triangle area.
Gaps within Everett’s existing dedicated multimodal network reduce its overall
effectiveness.
−
The Northern Strand Trail is difficult to access for many Everett residents and hard to use for
trips to major destinations.
Existing Conditions | 28
−

o
There is no connection between the trail and the bicycle lanes on Lower Broadway, and
users must divert to Main Street to cross Sweetser Circle.
o
There are few official sanctioned trail access points in Everett, particularly within the
growing River’s Edge Redevelopment area.
Recent investments, ongoing improvements and future plans should address some
connectivity issues within Everett.
o
In 2013, the City passed a Complete Streets Resolution and accompanying design guide
to enhance and encourage the safety and accessibility of all modes of transportation
within Everett.
o
Recent improvements to the Alford Street Bridge have created dedicated on-street bike
facilities along Broadway just south of Sweetser Circle to Sullivan Square.
o
Future plans such as the Ferry Street Reconstruction Plan create dedicated bike
facilities, such as bike lanes, sharrows and bike boxes along the Ferry Street corridor in
Everett. Pedestrian improvements include curb extensions, high visibility crosswalks, and
pedestrian refuges
o
The Woods Memorial Bridge reconstruction project will enhance pedestrian and bicycle
accommodations, such as providing a new nine foot shoulder which will serve as a bike
lane and paved multiuse pathways below the bridge, helping to connect to existing paths
along the Malden River.
o
Several major corridors, most notably Upper Broadway, will continue to lack dedicated
bicycle accommodations under the current planning horizon.
Everett’s topography increases the burden of walking and biking, which affects the ideal
design and configuration of transit services.
−
Under normal circumstances, most transit riders are assumed willing to walk up to a ¼ mile to
access local bus services and up to a ½ mile to access high quality bus services and rail.
−
In areas with steep hills and varied topography, the assumed distances would be reduced
−
Transit agencies typically locate stops more closely in areas with varied topography.
−
Everett has several steep hills, especially in residential areas, which increase the burden of
walking and biking. Even the Broadway corridor, for example, has significant elevation
changes, rising steeply from Everett Square to Glendale Square.
−
CHA Whidden Memorial Hospital is located at the top of a steep hill. Despite being less than
½ mile from Route 110 on Elm Street. The steep hill likely prohibits the ability of most to
access the hospital from transit.
Existing Conditions | 29
Figure 15 | City of Everett Bicycle Facilities
Existing Conditions | 30
Figure 16 | Pedestrian Barriers
Existing Conditions| 31
BUS STOP AUDITS
KEY FINDINGS
•
Nearly all stops audited do not have proper signage necessary for marking stop boundaries and identifying routes served.
•
A majority of bus stops have a large enough landing area for ADA compliancy, but some are impacted by shelters or other
obstacles.
•
Almost all stops surveyed are undersized per MBTA standards and thus make it difficult for buses to pull completely to the
curb.

A number of stops havehave additional compliance issues such as sloping sidewalks at stations, curb cuts, and uneven
pavement.
The most recent guidelines of the Americans with Disabilities Act (ADA) were used by the MBTA to
develop systemwide accessibility guidelines for bus stops. This robust set of accessibility standards and
specific design guidelines are intended to apply to all new or modified bus stop facilities. The updated
accessibility standards were refined and implemented through the Key Bus Routes Improvement Program
and are now being applied systematically with any further changes to MBTA bus stops. These standards
include, but are not limited to:

Minimum lengths of each bus stop, which are determined by the location of the stop relative to
the intersection and the size of buses serving each route. These are meant to ensure a driver’s
ability to pull all access doors completely against the curb.

Siting guidelines for street furniture (shelters, signposts, trash receptacles) to preserve clear
accessible paths of travel.

Spacing between bus stops, so that a balance between bus operations and walking distance
between stops can be maintained.

The minimum provision of a clear and level landing area by the front door of the bus that can
allow a passenger using a wheelchair to turn around upon boarding or disembarking a bus.

Defining a maximum grade, or cross-slope, for sidewalks of 2%.

The location of stops that is cognizant of adjacent pedestrian connections and amenities.

Standards for the location, height, font and information provided on MBTA signs.
As part of the overall existing conditions review, the team performed an initial field review of the ten
highest ridership bus stops in Everett relative to the MBTA’s guidelines. As shown in Figure 17, nine of
the top ten stops are located within Everett’s downtown core along Broadway. Each stop was surveyed
for basic transit amenities as well as compliance with guidelines for stop length, distance, obstructions,
and landing area conditions. More detailed, sop by stop audit sheets for each of the top ten bus stops are
located in Appendix A.
Overall, the bus stops audited possess most amenities suggested by MBTA guidelines, including shelters
and benches. Shelters, benches, timetables, and maps are missing from some stops on Broadway, and
many stops in the rest of Everett lack these amenities. Nearly all stops audited did not have the proper
front bus stop sign. The stops either had an outdated front bus stop sign, a rear bus stop sign as the front,
or no front bus stop sign at all. Without these signs, motorists cannot accurately determine when a bus
stop begins and ends, which frequently results in cars blocking bus stops. Most bus stops have a
compliant landing area, but some are blocked by shelters or other obstacles. Almost all stops surveyed
fall within 50 to 60 feet in length, well under the MBTA standard bus stop length of 60 feet for stops on the
Existing Conditions | 32
far side of an intersection and 80 feet for stops on the nearside of an intersection. In addition, many stops
present uneven pavement, poor sidewalk conditions, sloped areas, and/or are disrupted by driveways.
Existing Conditions | 33
Figure 17 | Bus Stop Audit Locations
Existing Conditions | 34
ROUTE PROFILES
An in-depth analysis of the operating characteristics of each MBTA bus route that serves Everett was
prepared. These route profiles examined ridership and service performance data to shed light on how
well existing services meet market demands and function within the broader transit system.. Route
evaluations provide insight into how Everett riders use transit today, as well as some of the potential
needs of Everett residents that are not being met by existing services.
Each route profile includes the following characteristics:

A description of the route, service type, and major markets served

A description of the route’s alignment and service patterns

Service and operational characteristics, including frequency and span of service

Ridership characteristics

Productivity and performance characteristics, including financial effectiveness, on-time
performance, and capacity utilization

An overall assessment of the strengths and weaknesses of the route
Systemwide insights generated in part through an analysis of the route profiles are discussed in the in
Transit Service Characteristics section of this report. Figure 18 summarizes the key findings for each
MBTA bus route in Everett. The full route profiles, including all background data and definitions of
evaluation measures, are included in the Appendix B.
Figure 18 | Route Profile Key Findings Summary
ROUTE
97
99
104
105
KEY FINDINGS

In terms of passengers per revenue hour, vehicle hour, and trip, Route 97 is among the lowest performing bus
routes in Everett, and has below average productivity compared to MBTA routes overall.

Many of the highest ridership stops on Route 97 are on Hancock Street, which is the only section of the route
within Everett that is not served by multiple bus lines.

In terms of passengers per revenue hour, vehicle hour, and trip, Route 99 is the second least productive MBTA
bus route that serves Everett.

Route 99’s overall performance is similar to comparable inner suburban routes throughout the MBTA system.

In terms of passengers per revenue hour, vehicle hour, and trip, Route 104 is the highest performing bus route in
Everett and among the top 25 highest performing MBTA routes overall.

Most riders use Route 104 to travel to/from Everett and the Orange Line stations at Sullivan Square and Malden
Center

Route 104 has significantly lower service frequency than other MBTA routes with comparable ridership, and thus
experiences overcrowding on many trips

Route 105 has a shorter span of service than many comparable routes in the MBTA system.

Many of the highest ridership stops on Route 105 are located near large apartment complexes on Bowdoin
Street and Newland Street in Malden. Route 105 is the only MBTA bus line that directly serves these complexes.

Route 105 is the only bus route that operates on Main Street in Everett which terminates at Sullivan Square
Station.
Service Analysis | 35
106
109
110
111
112

Route 106 essentially functions as two separate routes. The northern section connects residential
neighborhoods and commercial establishments in Malden and Melrose to Malden Center. The southern section
connects Main Street to Malden Center and Wellington.

Route 106 has the most service variations of any route operating within Everett.

Route 109 bisects Everett and features the third highest ridership of the bus lines that serve the city.
Approximately 46% of total weekday boardings and alightings on Route 109 occur at bus stops within the city.

Route 109 features robust Sunday ridership, with the second highest passengers per trip (49.3) of any bus line in
Everett.

Sullivan Square Station is the dominant trip generator and attractor for Route 109: About 75% of ridership activity
occurs at Sullivan Square

Route 110 has the fourth highest average ridership of any bus line that serves Everett. Approximately 42% of
total weekday boardings and alightings on Route 110 occur at bus stops within Everett. Ridership by trip is the
fifth highest of bus lines serving Everett.

Wellington Station is the largest weekday trip generator and attractor: on average, 60% of weekday inbound
alightings and 54% of weekday outbound boardings occur at Wellington.

Within Everett, the Elm & Jefferson and Broadway & Norwood stops are the most active weekday inbound stops;
Broadway & Everett Sq. is the most active stop in Everett for weekday outbound trips.

Route 111 is one of the highest average ridership routes and has the most number of trips of all routes in the
MBTA system.

Route 111 only serves Everett at one stop near Woodlawn. The Woodlawn stop is one of the top 10 highest
ridership stops in Everett, but only accounts for around 2% of Route 111’s overall ridership.

Despite high service frequency, many off-peak trips, especially in the outbound direction, exceed the MBTA
maximum passengers-to-seat ratio (1.0).

Route 112 is the only transit service connecting Everett Square to Downtown Chelsea and East Boston.

Due to route diversions to Admirals Hill and Chelsea Soldiers’ Home, service between Everett Square and
Downtown Chelsea takes almost as long as walking.
Service Analysis | 36
BACKGROUND DOCUMENT REVIEW
KEY FINDINGS

Several major initiatives are currently underway in Everett. These include major developments in the city’s key
redevelopment areas and infrastructure improvements along critical transit routes

The Wynn Everett casino will create a major new destination and increase traffic in the Lower Broadway District.

The River’s Edge Redevelopment Area is experiencing major growth and development pressure in an areas with limited
transit accessibility.

The Woods Memorial Bridge (Route 16) and Broadway reconstruction projects offer the opportunity to incorporate transit
improvements into planned and ongoing infrastructure improvements

The Silver Line Gateway extension to Chelsea provides opportunities to enhance regional transit access for Everett
residents.
The City of Everett is undergoing a transformative period with multiple projects planned or underway that
will substantially alter the cityscape. The wide variety of redevelopment initiatives and infrastructure
improvements must be understood to put the Everett Transit Action Plan in context. The plans highlight
the areas targeted for redevelopment, mostly in the lower half of the City, including Everett Square,
Commercial Triangle, River’s Edge and Lower Broadway. These redevelopment zones are each unique
in potential, but similarly offer opportunities to assemble large scale projects providing parcels with new
employment, housing and mixed-use areas that build on Everett’s assets.
The northern part of Everett is characterized by an established fine-grained residential land use pattern.
These neighborhoods will experience a different type of change but retain the need for connectivity
improvements for all transportation modes. Taken together, these pressures point the way to a future
Everett of substantial development and growth. An overview of each reviewed study is included in Figure
20. A complete review of each study is included in Appendix C.
Several major redevelopment projects will significantly change travel patterns around Everett (Figure 19).
The largest of these projects is the Wynn Everett casino planned for the Lower Broadway Redevelopment
Area. The casino alone will generate substantial demand from both patrons and employees. In addition to
the casino itself, additional development is envisioned that will capitalize on the increased activity in
Lower Broadway and bring new residents and mixed-use development throughout the district.
The River’s Edge Redevelopment Area has also seen a significant increase in development activity over
the last few years. The BNY Mellon processing center – now the largest employer in Everett – is in the
southern part of this neighborhood. The Parkside Lofts, with 190 new housing units, has also recently
been completed. These projects generate new demand centers for transportation that have not yet been
addressed.
In addition to using these plans to identify changing transit needs, The Everett Transit Action Plan will
identify where existing plans for infrastructure improvements can be leveraged to improve transit
operations. Current infrastructure projects in Everett are focused primarily on Broadway, Ferry Street and
on the Woods Memorial Bridge. Both Broadway and the Woods Memorial Bridge are critical to existing
MBTA bus service in Everett. The reconstruction of these roadways offers an opportunity to better
integrate bus infrastructure. The Wynn Everett project includes a large number of infrastructure
improvements for Everett and neighboring communities to mitigate the project’s traffic impacts.
Improvements include upgrades for nearby transit facilities on the Orange Line, a ferry dock on the Wynn
Everett site, and street improvements that will also impact bus service. In addition, the Silver Line
Gateway project will connect the Silver Line from its current terminus at Logan Airport to Chelsea along a
dedicated right of way, not far from the Everett border.
Service Analysis | 37
Figure 19 | Proposed and Recently Completed Everett Transportation Projects and Development Zones
Service Analysis | 38
Figure 20 | Overview of Everett Background Documents and Studies
Service Analysis | 39
Document
Date
Author(s)
Description
LOCAL PLANNING EFFORTS
Lower Broadway
District Urban Renewal
Plan
April 2015
Everett Redevelopment Authority, BSC
Group Inc, Ninigret Partners
The Urban Renewal Plan for Lower Broadway provides a comprehensive plan for
the Lower Broadway District, located along the Everett waterfront. It builds on the
master plan to actualize its recommendations. The plan recognizes Lower
Broadway as a district with the potential to be a vibrant, mixed use neighborhood
serving as the “gateway” to Everett from Boston.
Lower Broadway
District Master Plan
February
2013
Sasaki Associates, GLC Development
Resources
The Lower Broadway District Master Plan presents development
recommendations for the Lower Broadway District. It envisions Lower Broadway
with transit-oriented land uses connected to new a Commuter Rail station.
Everett Central
Waterfront Municipal
Harbor Plan
October
2013
Fort Point Associates, ICON architecture,
Shadley Associates
The Everett Central Waterfront and Municipal Harbor Plan outlines the
environmental degradation of Everett’s waterfront resulting in the need for
remediation. It identifies community goals for the waterfront including waterfront
access, multi-modal connectivity and environmental planning.
Many Voices, One
Future: The Everett
Vision Plan
September
2013
Metropolitan Area Planning Council
The Everett Vision Plan presents findings from an extensive community visioning
effort performed with Everett residents. It found that residents appreciate Everett’s
location, but have difficulty getting around Everett and to surrounding communities.
Re-Imagining the
Everett Commercial
Triangle
May 2013
Tufts University
Commercial Triangle is the gateway between the dense residential areas of
northern Everett and the industrialized waterfront. This student-led, preliminary
master plan identifies benefits and hazards to development and suggests land use
and design principles.
Rehabilitation of Ferry
Street Corridor
June 2015
City of Everett / World Tech Engineering
The Rehabilitation of Ferry Street Corridor is a funded street improvement project
for the entire length of Ferry Street in Everett. The goal of the project is to
rehabilitate the road and sidewalks, make safety improvements, upgrade facilities,
ensure ADA compliance and use Complete Streets guidelines.
Service Analysis | 40
Document
Date
Author(s)
Description
City of Everett
Complete Streets
Resolution
Fall 2013
City of Everett
The City of Everett established a Complete Streets Policy to provide “safe,
convenient and comfortable routes” for all streets users, including pedestrians,
bicyclists, motorists and public transit users. Through the resolution and adoption
of the Complete Streets Policy, the city laid out guidelines for all future
transportation projects.
Commercial Triangle
Master Plan
March
2016
City of Everett, Crosby | Schlessinger |
Smallridge, HDR Engineering, RKG
Associates
The Commercial Triangle Master plan envisions Commercial Triangle as an
attractive, mixed-use district with a range of housing options, cleaner industry,
bicycle and pedestrian access, and more open space. It recommends strategies
such as an improved street network, parcel consolidation and landscaping on
Revere Beach Parkway to realize this vision.
River’s Edge Master
Plan
December
2005
Commercial Triangle
Fact Sheet
March
2015
City of Everett Dept of Planning &
Development
The Commercial Triangle Fact Sheet is part of the municipal planning and
programming initiative of the City of Everett. Environmental impacts from industrial
uses and a lack of infrastructure make redevelopment a challenge, but the close
proximity to MBTA commuter rail tracks may offer opportunities.
Everett Square Fact
Sheet
March
2015
City of Everett Dept of Planning &
Development
Everett Square is the city’s traditional downtown and home to major institutions like
City Hall, Parlin Library, Everett Post Office and more recently the Everett
Farmer’s Market. The fact sheet highlights potential opportunities such as
streetscape improvements and new wayfinding.
River’s Edge Fact
Sheet
March
2015
City of Everett Dept of Planning &
Development
River’s Edge is a mixed-use neighborhood on the west side of Everett. The district
is a priority development area for the community and region, including focus from
MassDevelopment and BioReady Community.
Bow Street
Neighborhood Parking
Analysis
September
2015
MAPC
Analysis of existing parking capacity and regulations in the Bow Street
neighborhood located just east of Lower Broadway. The study found the area
currently had sufficient parking capacity, but recommended that the City clarify
parking regulations with improved signage. Once the Casino opens, the study
recommended monitoring potential spillover from workers or visitors, and adjust
regulations accordingly
The River’s Edge Master Plan updates the TeleCom City economic development
plan with a broader vision for high tech industry in Everett, Malden and Medford. It
also introduces mixed-use development as a goal, such as on the GE site in
Everett.
Service Analysis | 41
Document
Date
Author(s)
Description
Everett Square
Streetscape Redesign
Plan
Ongoing
Utile, KMDG, Nelson\Nygaard, Novus
Ongoing study focusing on developing a land use, traffic, parking and streetscape
improvement plan for the Everett Square business district.
REGIONAL STUDIES AND PLANS
Silver Line Gateway –
Public Informational
Meeting
August
2014
MassDOT
The presentation contains information about the design process and partners,
project phasing and schedule, and designs for proposed improvements for each of
the project elements. Several mitigation projects relevant to the Silver Line
Gateway project in Chelsea would impact transportation in Everett.
Bridge Replacements,
Revere Beach Parkway
– Woods Memorial
Bridge
March
2013,
Revised
September
2014
MassDOT; Fay, Spofford & Thorndike, LLC
The report details the plan to replace Woods Memorial Bridge carrying Revere
Beach Parkway (Route 16) over the Malden River. The plan recommends a
widened roadway shoulder and sidewalk to create continuity between Santilli
Circle and Wellington Circle.
Sullivan Square
Disposition Study
December
2013
Boston Redevelopment Authority and
Metropolitan Area Planning Council
The Sullivan Square Disposition study establishes a framework and community
vision for the redevelopment of seven publically-owned parcels in Sullivan Square,
Charlestown. The purpose of the study is to identify key land-use and design
concepts to guide the revitalization of the Square by reestablishing it as a vital and
walkable, transit-anchored mixed-use neighborhood.
MassDOT Freight Plan
September
2010
MassDOT
The Freight Plan provides a description of the Massachusetts freight system,
infrastructure conditions and constraints, and the regional, national, and
international context for trade and goods movement. It evaluates the public and
private sector benefits of freight system improvements to identify priorities for
investment and regulation changes.
Metro North Land Use
Priority Plan
October
2014
Metropolitan Area Planning Council
The Metro North Land Use Priority Plan identifies Priority Development Areas and
Priority Preservation Areas in nine municipalities, including Everett. Priority areas
in Everett are Commercial Triangle and River Green.
WYNN EVERETT – ENVIRONMENTAL IMPACT REPORTS
Service Analysis | 42
Document
Date
Author(s)
Description
Draft Environmental
Impact Report
December
2013
Fort Point Associates, Dirigo Group, Wynn
Design & Development, Lifescapes
International, RD Vanasse & Associates,
GZA GeoEnvironmental, Howard/SteinHudson Associates, Norris & Norris
Associates, Novus Environmental, Tech
Environmental, Federal Airways &
Airspace, Shadley Associates, Gilbane
The Draft Environmental Impact Report, Volume I for the Wynn Casino in Everett
describes the proposed project and outlines the impacts to the region in
accordance with regulatory requirements. It outlines alternatives analysis,
expected impacts to transportation and mitigation proposals including community
benefit agreements. Volume II consists of the appendices, including raw data of
transportation-related analyses.
Final Environmental
Impact Report
June 2014
Fort Point Associates, Dirigo Group, Wynn
Design & Development, Lifescapes
International, RD Vanasse & Associates,
GZA GeoEnvironmental, Howard/SteinHudson Associates, Norris & Norris
Associates, Novus Environmental, Tech
Environmental, Tighe & Bond
The Final Environmental Impact Report was submitted in response to Secretary’s
Certificate on the DEIR and to complete MEPA review process. It offers an
extensive overview of the project description including the site and regulatory
contexts. It also outlines key differences from the DEIR.
FEIR Certificate
August
2014
Executive Office of Energy and
Environmental Affairs
In response to the Final Environmental Impact Report, the EOEEA requires a
Supplemental Final Environmental Impact Report in accordance with the scope
outlined in the certificate, which is limited to transportation and traffic issues.
Supplemental Final
Environmental Impact
Report
February
2015
Fort Point Associates, Dirigo Group, Wynn
Design & Development, Lifescapes
International, RD Vanasse & Associates,
GZA GeoEnvironmental, Howard/SteinHudson Associates, Tech Environmental
The Supplemental Final Environmental Impact Report is a response to the FEIR
Certificate from August 2014. It outlines traffic mitigation strategies for several
locations in Everett as well as in surrounding communities and responds to
comments make on the FEIR.
Second Supplemental
Final Environmental
Impact Report
July 2015
Fort Point Associates, Dirigo Group, Wynn
Design & Development, Lifescapes
International, RD Vanasse & Associates,
GZA GeoEnvironmental, Howard/SteinHudson Associates, Tech Environmental
The Second Supplemental Final Environmental Impact Report is a response to the
EOEEA’s letter from April 3, 2015 with concerns over the Supplemental Final
Environmental Impact Report around the transfer of land from the MBTA and
requests for Orange Line subsidies as well as improvements on Rutherford
Avenue. The report proposes planned solutions to these concerns.
Service Analysis | 43
APPENDIX A
BUS STOP AUDITS
Service Analysis | 44
Broadway at Mansfield
Bus Routes (Direction Served): 97, 104, 109 (Outbound)
Stop Type: Near Side of Intersection
Is there an 8x5’ Landing Area: Yes
Sidewalk Width at Landing Area: 8.5’
Sidewalk Width at Narrowest Point along Path of Travel: 6’, tree well to side of building
Stop Length (Distance between Signs): 59.5’
Amenities:
•
Shelter: No
•
Bench: Yes, metal, good
condition
•
Map: No
•
Timetable: No
•
Front Sign: No, back sign in lieu
of front sign, no route information
•
Back Sign: Yes, slightly bent
•
Trash Container: Yes, metal, fair
condition
•
Other: N/A
Adjacent Parking Regulations: 12’
behind stop, single-head coin operated,
metered 2hr parking, $1/hr
Accessibility/ADA Compliance Issues: No detectable curb ramp panel; visibly level path of travel, when
rounding nearest corner is 3.5’; fire hydrant is 6’ from front of stop; full unobstructed sidewalk with is 10’
10’’; visibly cracked pavement in landing area
Service Analysis | 45
Broadway at Gladstone
Bus Routes (Direction Served): 97, 104, 109, 110, 112 (Outbound)
Stop Type: Far Side of Intersection
Is there an 8x5’ Landing Area: Yes
Sidewalk Width at Landing Area: 9’
Sidewalk Width at Narrowest Point along Path of Travel: 4’
Stop Length (Distance between Signs): 56.5’
Amenities:
•
Shelter: Yes, CEMUSA, good condition
•
Bench: Yes, decent condition
•
Map: Yes, north service area
•
Timetable: Yes
•
Front Sign: Yes, old sign, no ID number
•
Back Sign: Yes, old sign, perpendicular
•
Trash Container: Yes, fixed
•
Other: N/A
Adjacent Parking Regulations: ADA parking in front of stop
Accessibility/ADA Compliance Issues: Sidewalk width is questionable at narrowest point
Service Analysis | 46
Broadway at Everett Square
Bus Routes (Direction Served): 97, 104, 109, 110, 112 (Outbound)
Stop Type: Midblock
Is there an 8x5’ Landing Area: Yes
Sidewalk Width at Landing Area: 9’
Sidewalk Width at Narrowest Point along Path of Travel: 5.5’
Stop Length (Distance between Signs): 88’
Amenities:
•
Shelter: Yes, CEMUSA, good condition
•
Bench: Yes, decent condition
•
Map: Yes, north service area
•
Timetable: Yes
•
Front Sign: Yes, old sign, perpendicular
•
Back Sign: Yes, old sign, parallel
•
Trash Container: Yes, not permanent
•
Other: N/A
Adjacent Parking Regulations: 2 hour metered parking before stop
Accessibility/ADA Compliance Issues: None
Service Analysis | 47
Broadway at Hancock
Bus Routes (Direction Served): 104, 109 (Inbound)
Stop Type: Near side of intersection
Is there an 8x5’ Landing Area: Yes, but in the middle of a curb ramp
Sidewalk Width at Landing Area: 9.5’
Sidewalk Width at Narrowest Point along Path of Travel: 7’
Stop Length (Distance between Signs): 59’
Amenities:
•
Shelter: Yes, CEMUSA
•
Bench: Yes, in shelter
•
Map: Yes, system map
(2005)
•
Timetable: Yes, taped
below map
•
Front Sign: Yes, old sign,
perpendicular
•
Back Sign: Yes, arrows are
bidirectional
•
Trash Container: Solar
compactor and metal drum
•
Other: N/A
Adjacent Parking Regulations: 2
hour metered parking before stop,
$1/hour meter, single head, 9.5’ behind back sign
Accessibility/ADA Compliance Issues: Cracked pavement immediately outside of curb ramps; landing
area slope compromised by placement of curb ramp
Service Analysis | 48
Broadway at High
Bus Routes (Direction Served): 97, 104, 109 (Outbound)
Stop Type: Near side of intersection
Is there an 8x5’ Landing Area: No (Shelter Obstruction)
Sidewalk Width at Landing Area: 5’
Sidewalk Width at Narrowest Point along Path of Travel: 5’
Stop Length (Distance between Signs): 46’
Amenities:
•
Shelter: Yes, CEMUSA
•
Bench: Yes, in shelter
•
Map: Yes, system map (2005)
•
Timetable: Yes, taped below
map
•
Front Sign: No, back sign used
instead
•
Back Sign: Yes
•
Trash Container: Metal drum
inside of shelter
•
Other: Mailbox
Adjacent Parking Regulations: 2 ADA spaces immediately behind stop, 2hr meter spaces behind ADA
spaces
Accessibility/ADA Compliance Issues: Extremely uneven sidewalk along path behind shelter; landing
area obstructed but could move forward
Service Analysis | 49
Broadway at Ferry
Bus Routes (Direction Served): 104, 109 (Outbound)
Stop Type: Near side of intersection
Is there an 8x5’ Landing Area: Yes
Sidewalk Width at Landing Area: 8’
Sidewalk Width at Narrowest Point along Path of Travel: 12’
Stop Length (Distance between Signs): 70’
Amenities:
•
Shelter: No
•
Bench: No
•
Map: No
•
Timetable: No
•
Front Sign: Yes, old sign
•
Back Sign: Yes
•
Trash Container: Yes, Solar compactor
•
Other: Fire Hydrant
Adjacent Parking Regulations: 2hr meter spaces behind
Accessibility/ADA Compliance Issues: Sidewalk has significant downwards slope towards intersection.
Service Analysis | 50
Elm opp Haskell
Bus Routes (Direction Served): 110, 111 (Inbound)
Stop Type: Far side of intersection
Is there an 8x5’ Landing Area: Yes
Sidewalk Width at Landing Area: 7’
Sidewalk Width at Narrowest Point along Path of Travel: 5’
Stop Length (Distance between Signs): 61’, front sign to curb extension
Amenities:
•
Shelter: No
•
Bench: No
•
Map: No
•
Timetable: No
•
Front Sign: Yes, damaged
•
Back Sign: No
•
Trash Container: No
•
Other: No
Adjacent Parking Regulations: No
parking in front of stop
Accessibility/ADA Compliance Issues:
All buses stopped ahead of front sign.
Stop may be too close to turn at Elm
Street and Washington Street. Loading
area ahead of front sign has curb cut with
4’ 10” sidewalk. Driver said all buses pull
up to avoid another bus getting stuck at
intersection. Tree well at start of official
loading area.
Service Analysis | 51
Broadway opp 2nd
Bus Routes (Direction Served): 97, 104, 109, 110, 112 (Inbound)
Stop Type: Near side of intersection
Is there an 8x5’ Landing Area: Yes
Sidewalk Width at Landing Area: 7’
Sidewalk Width at Narrowest Point along Path of Travel: 6’
Stop Length (Distance between Signs): 53’, stop line to parking
Amenities:
•
Shelter: Yes, CEMUSA
•
Bench: Yes, in shelter
•
Map: Yes
•
Timetable: Yes
•
Front Sign: No
•
Back Sign: No
•
Trash Container: No
•
Other: No
Adjacent Parking Regulations: 1 ADA space immediately behind stop, 2hr meter spaces behind ADA
spaces
Accessibility/ADA Compliance Issues: Sidewalk slopes slightly towards the street. Crosswalk in front
of stop.
Service Analysis | 52
Broadway at Raymond
Bus Routes (Direction Served): 104, 109 (Inbound)
Stop Type: Far side of intersection
Is there an 8x5’ Landing Area: Yes
Sidewalk Width at Landing Area: 6’
Sidewalk Width at Narrowest Point along Path of Travel: 5’ 8”
Stop Length (Distance between Signs): 48’, from back sign to start of street parking
Amenities:
•
Shelter: Yes, CEMUSA
•
Bench: Yes, in shelter
•
Map: Yes
•
Timetable: Yes, 104 paper schedule taped inside map holder
•
Front Sign: No
•
Back Sign: Yes
•
Trash Container: Yes, unattached in shelter
•
Other: No
Adjacent Parking Regulations: 2hr meter spaces in front
Accessibility/ADA Compliance Issues: Loading area is slightly downward sloping.
Service Analysis | 53
Broadway at Norwood
Bus Routes (Direction Served): 97, 104, 109, 110, 112 (Inbound)
Stop Type: Near side of intersection
Is there an 8x5’ Landing Area: No
Sidewalk Width at Landing Area: 5’
Sidewalk Width at Narrowest Point along
Path of Travel: 6’
Stop Length (Distance between Signs): 51’
Amenities:
•
Shelter: Yes, CEMUSA
•
Bench: Yes, in shelter
•
Map: Yes
•
Timetable: Yes
•
Front Sign: Yes, old sign
•
Back Sign: Yes
•
Trash Container: No
•
Other: No
Adjacent Parking Regulations: None
Accessibility/ADA Compliance Issues: Sidewalk is not deep enough for 8’ by 5’ landing area.
Service Analysis | 54