Re: [Cleveland-Circle] The downside to Watertown¹s success? Traffic. (Jennifer Fenn Lefferts, Boston Globe: June 16, 2017)

[Eva Webster]

On 6/18/17, 9:10 AM, "lizbreadon via Homeowners Union of Allston-Brighton" <homeowners-union-o...@googlegroups.com> wrote:

"Now that we have the new rail station, adding a  bus route running from Watertown Yard to Boston Landing/  Guest Street via North Beacon Street might be an option.  That would offer a way to get downtown without driving through Allston Brighton.”

Just curious: do Watertown folks drive through Allston-Brighton when they need to get downtown?  I thought they take the Pike, or Soldiers Field Road to Storrow.  But maybe you are referring to an existing bus route that goes through Allston-Brighton, which connects Watertown to downtown?  If so, that bus will continue to be in service even when more Waterworks folks start using the commuter rail — no?

This is not the first time I’m hearing that a shuttle bus may be put in place to serve Watertown residents so they can use Boston Landing rail stop.  I have mixed feelings about it, because to get to and from that new rail stop, this new bus route would have to go through congested streets in Brighton. (But I’m sure Guest Street would not be one of them since it has pretty much become private property, “owned” by New Balance.)

I’m just not sure if having a new bus route from Watertown to Boston Landing, and back, will be helping our traffic.  There is a commuter rail stop in Newtonville — and Watertown can get a bus shuttle to get their people to use that stop (since Newtonville is less dense, and to the best of my knowledge their traffic congestion is not as heavy as in Allston-Brighton).

"With all the new development in Allston Brighton and Watertown (happening within a 3 mile radius) we need a regional traffic management plan. If the DOT is working on a plan Allston Brighton needs to be factored into the equation.”

Planning only brings positive outcomes if planners’ findings and recommendations have an impact on development decisions BEFORE development decisions are made.  That’s not how things work in Boston.  Here, it’s “Build, baby, build”, and “we’ll deal with transportation issues later” — which usually means never.

The truth of the matter is that there is not much that transportation planning can do when the area is nearing or has reached its transportation capacity. Absent funding to expand that capacity (assuming it’s even possible), the only thing that can make a difference is reducing the speed of development, and putting a cap on density.  But try to propose this to powers that be in City Hall.

On 6/18/17, 9:10 AM, "lizbreadon via Homeowners Union of Allston-Brighton" <homeowners-union-o...@googlegroups.com> wrote:

Interesting.  Transportation Transportation Transportation. It is a huge issue that seems to be considered as an afterthought. 

The situation in Watertown has an impact on Allston Brighton because people travel through here to get to work.  

Now that we have the new rail station, adding a  bus route running from Watertown Yard to Boston Landing/  Guest Street via North Beacon Street might be an option.  That would offer a way to get downtown without driving through Allston Brighton. 

With all the new development in Allston Brighton and Watertown (happening within a 3 mile radius) we need a regional traffic management plan. If the DOT is working on a plan Allston Brighton needs to be factored into the equation. 

Liz B

On 6/17/17, 8:45 PM, "Anthony D'Isidoro" <cleveland-cir...@googlegroups.com on behalf of Anthony...@msn.com> wrote:

With residential and commercial development booming in Watertown, state and town officials are looking at ways to make it easier for residents and workers to get around the congested roadways.

“We’ve been hit with a development tsunami,’’ said Jonathan Bockian, a member of Watertown’s Public Transit Task Force. “The good news is people find Watertown a terrific place to live, but the downside is more people are on the roads causing congestion.’’

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Several ideas have been proposed or are already in the works to encourage carpooling, improve roadways, add transit options, or upgrade public transportation — particularly in the area along Arsenal Street.

The state Department of Transportation recently completed a study of the Arsenal Street corridor and has drafted a series of recommendations for the town to consider. The state is holding a public hearing on the recommendations on June 22 at 6 p.m. at the Watertown Free Public Library.

“Arsenal Street is increasingly becoming a pretty important connector for regional travel from MetroWest communities, between Watertown and Waltham, and as a generator of activity in its own right,’’ said Michael Clark, a transportation planner with the state DOT. “We wanted to put some resources behind it and get ahead of the game and hopefully come up with some solutions for the town, state, and MBTA to tackle this corridor.’’

The corridor has been a hotbed of development with the expansion of the Athenahealth campus, the redevelopment of the Arsenal Mall, a new hotel, two major residential/commercial projects, and an office building.

The DOT study proposes improvements to vehicular, transit, bicycle, and pedestrian uses of the corridor, with a targeted focus on enhancements to bus service along Arsenal Street and locations where the bus service ties into other crossing bus routes.

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Ideas on the table include adding bike lanes, starting an express bus service along North Beacon Street to rapid transit lines, improving existing bus lines, reconstructing Watertown Square, and giving buses priority through traffic signals.

“We wanted to create this menu of different options and outline how they could happen,’’ said Clark. “It will be up to the town to determine what they find to be the best solution.’’

Steve Magoon, the town’s director of community development and planning, said several of the projects proposed in the state report may be funded through the state’s Infrastructure Investment Incentive Program.

Through the I-Cubed program, the state would contribute $25 million to improve infrastructure around the Arsenal on the Charles, which is home to Athenahealth and other businesses. The money comes from tax revenue created by new jobs added by Athenahealth.

The proposed work would improve the roadway, intersections, streetscapes, pedestrian paths, and bicycle routes.

“For the town, it’s a good deal because it’s $25 million of public infrastructure we’re not paying directly for,’’ Magoon said. “This is an opportunity to really make some significant improvements there.’’

Magoon said improving public transportation is desperately needed, as outlined in the state report, but there isn’t an easy solution. Watertown is primarily served by MBTA buses.

Magoon said the existing bus lines are crowded and unreliable, sometimes running a half-hour to 45 minutes behind schedule.

“With the growth going on, we need to find ways to increase the capacity to service the economic development that’s happening,’’ Magoon said. “It’s a system that’s not predictable. If you want to take it but you’re not sure if you’re going to make it to work on time, that’s a real problem. For most people, the time of arrival to work can’t be that variable.’’

One possible solution given the MBTA’s financial woes, is to work with private businesses and institutions to create shuttle services for employees and residents, Magoon said.

He said shuttle and other traffic management options to reduce the number of single-occupancy vehicles can be done through the creation of a traffic management association, which is expected to officially form in July. Magoon said town officials and businesses have been meeting informally to get the association up and running.

Association activities would be funded by dues from participating organizations. Magoon said some businesses will be required to join as part of the town permitting process, while others can voluntarily particpate.

“One of the things we hope the TMA will accomplish is establishing some shuttle service to address some of the areas in town where we have mass transit issues either because it doesn’t exist or because it’s overwhelmed,’’ Magoon said.

Some of the TMA’s services would be available only for members, while some services would be townwide, Magoon said.

One likely service for members would be a guaranteed ride home program. Magoon said a big concern for many employees interested in carpooling is finding a way home in the case of an emergency or if they have to work late. The TMA would provide a guaranteed ride home.

“We want to set it up as one that’s not punitive but that companies would see a benefit in and want to participate,’’ Magoon said.

Magoon said the TMA could get involved in helping bring the Hubway bike service to Watertown and help set up car-share programs. And in the long-term, it could provide express bus shuttle service for all residents to rapid transit stations.

Magoon said the town has required traffic management plans for several new major projects but that process will be formalized through a new ordinance. The Town Council recently passed a plan designed to reduce the number of single-occupancy vehicle trips by 20 percent. 

Under the ordinance, the owners of any new building or new addition containing at least 10,000 square feet, or 10 or more residential units, would have to submit a Transportation Demand Management Plan to the town outlining ways they will encourage employees or businesses to drive less. This could be done by providing bike racks, showers and lockers, subsidized T passes, or participation in the TMA.

Magoon said the officials are also always looking at ways to minimize traffic not just in the Arsenal Street area but throughout town. He said as smart phone traffic apps direct drivers onto less crowded residential streets, the town is looking at a variety of traffic calming measures to physically require people to slow down.

“We are constantly trying to address the priority needs in the community,’’ Magoon said.

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[Karen Smith]

A second hand observation about Boston Landing volume. Perhaps last week was unusual or just a harbinger of what is ahead, but my son crosses the Everett St Bridge regularly, usually on a bike, and noticed that the bridge sidewalks appear unable to handle the volume of passengers getting off at BL and going  up to the bridge.  Maybe they already need more

Frequent stops to accommodate commuters

Karen

Sent from my iPhone

[lizbr...@aol.com]

Soldiers Field Road is in Allston Brighton. Brooks St, Parsons St, North Beacon St, Market St, Everett St, Harvard Ave, Western Ave and  Cambridge St all connect with Soldiers Field Rd /Storrow Drive. Having a well integrated mass transit system that serves this part of Boston and the surrounding communities can only be a good thing. The same goes for an integrated network of safe cycle routes.

Much of the congestion we are experiencing comes from students and faculty commuting to the college's and hospital staffs going to the Longwood medical area. Things are much better when school is out.

I don't have a magic bullet solution in mind but finding ways to move people from A to B without cars is of vital importance of we are serious about global warming and our quality of life.

North Beacon St and Arsenal St.in Watertown are attracting some big businesses and a huge amount of development that cannot be ignored but needs to be factored into a regional mass transit plan. 

Planning ahead and putting some things in place would make sense e.g developing West Station should not be an afterthought to the development of Beacon Yards.

If the DOT is putting $25million into Watertown, do the benefits stop at the Charles? We have to think about the bigger picture.

Liz B

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[Eva Webster]

Good point, Karen.  It’s not just the bridge — the Everett Street sidewalk in front of the Honan Apartments is astonishingly narrow (see photo below — but it shows just a part of that long sidewalk), a situation that is exacerbated by the lack of proper front setback. 

Now Stop and Shop wants to build some mind-boggling number of apartments in big high-rises on their large site diagonally across the street (with the large retail remaining in place – I’m glad, because it’s needed, but it will be terrible to get to it).  So Everett Street will become a major route (toward Union Square, and in the opposite direction, to North Allston, as well) for everyone: pedestrians, cars and bikes.

I predict that sooner or later, some folks will start lobbying the City to widen Everett St. sidewalks — but I don’t know if it can be accomplished without negatively impacting vehicular and bicycle traffic on that street.

If the choice is “make the bicyclists’ life better”, or “make the pedestrians’ life better”, or make the “the drivers’ life better”  — the most likely party to win are the guys who can hop on their bikes and quickly get to a public hearing.  The people who use cars, public transit, or walk, will find it difficult and too time-consuming to get to key hearings/meeting, so they will be perceived as a minority interest (although in reality, they are a majority).

The Stop and Shop project will certainly rear its head after the mayoral election on Nov. 7.  When that happens, the surrounding public infrastructure issues need to be on the table — and not as mere bandaids.  This development will of course try to put 10 pounds of potatoes into a 5-pound bag, figuratively speaking — and as always, it will be a lengthy, exhausting, uphill battle to bring the project proponents down to reality.

The problem is that developers are encouraged/permitted to file projects that are excessive, or even unrealistic — and then the neighborhood people must put their lives on hold to fight for a more reasonable project.  This is deeply unfair, and not the way it should be.  

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[Eva Webster]

Liz, I do not disagree with anything you wrote — but merely wanted to point out that transportation planning needs to be on equal footing with development planning, and we don’t have that.  That is why there are people who think that planning and economic development do not belong in the same agency.

The BRA (BPDA), by its nature, puts economic development (via large scale real estate development and general densification) on the pedestal — and that has some unavoidable consequences — traffic gridlock, and the area becoming more expensive to live (per square foot, and via rising rents and taxes), among them.

There are people who believe we should build as much as possible (they delude themselves that it brings housing costs down — not true, or the drop is minimal and just temporary), and then they want to make it impossible, or very difficult, for people to drive.

This is an absurdly naïve approach because the Boston area will never have a subway system like New York City, and most people simply don’t have the time to be stitching together trips on public transit that require multiple connections.

The result: in densely developed areas many fewer people will have cars — but they will still be summoning taxis and other car-sharing services to take them to places that are not easy to reach on public transit, so congestion will keep growing as a byproduct of densification (funny that the bicyclists lobby is blind to this truth).  In any case, bicycles as a regular mode of transportation are only an option for very fit, mostly young and fearless people.

When you deprive people of ownership — be it a car or a home — you diminish their control over their lives, and in most cases burden them with a higher costs of living and a lower quality of life (they are doomed to living in tiny, costly, rental places in noisy urban centers — and at a certain age, it’s really not as glamorous as some young folks think).

I share your concern about the environment — too many cars on US highways (lack of high-speed railway) and urban street — but where we differ, is that I think the environmentalists need to direct their wrath at the auto-industry that keeps promoting and selling needlessly large, heavy 4-person vehicles that are burning too much gasoline, and take too much room on the roads (especially on urban streets).

When environmentalists come down on the side of telling regular working people that they have to give up the most convenient means of transportation that gives them mobility, lets them get easily to different job sites, and overall saves them time  — they lose popular support (and then Trump hits the fan).

For goodness sake — why aren’t the environmentalists pushing for small, light, electric or hybrid vehicles for city driving that would be no bigger than two bicycles side-by-side, with very high milage, and would keep the driver warm and dry in cold/wet weather, and allow people to transport groceries and other small/medium items — and also be safer than a bike?  They would also require much less space for parking — and could be even rented like Hubway bicycles for those who don’t want to bother with ownership.

[David Strati]

What you say makes a lot of sense Eva but often creating another government agency creates even more problems. Runaway construction is inevitable when there is so much profit to be made. Look at San Francisco and New York. Hopefully the people of Watertown Allston Brighton Brookline and in downtown Boston can make enough noise in the communities to have more planning going along with the construction. But this is only going to happen if lots of people get involved. 

Sent from my iPhone

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[Andrew Fischer]

Well said.

Thank you.

Andrew M. Fischer

Sent from my ipad

[David Hall]

Plenty of Bostonians pushed for Car2Go, which in most cities, uses the Smart ForTwo cars similar to what you describe. It appears they and the city have not come to any agreeable terms. The city seems to prefer the hometown rival ZipCar using Honda Fits, which are 4 feet longer and 500 pounds heavier, but have very similar gas mileage because Honda engineers are very good at car design. So, they take up more room on the street, but are equally efficient in terms of gas.

-David

On Sunday, June 18, 2017 at 5:47:12 PM UTC-4, Eva Webster wrote:

For goodness sake — why aren’t the environmentalists pushing for small, light, electric or hybrid vehicles for city driving that would be no bigger than two bicycles side-by-side, with very high milage, and would keep the driver warm and dry in cold/wet weather, and allow people to transport groceries and other small/medium items — and also be safer than a bike?  They would also require much less space for parking — and could be even rented like Hubway bicycles for those who don’t want to bother with ownership.

 

On 6/18/17, 2:32 PM, "lizbreadon via Cleveland Circle Community" <cleveland-cir...@googlegroups.com> wrote:

Soldiers Field Road is in Allston Brighton. Brooks St, Parsons St, North Beacon St, Market St, Everett St, Harvard Ave, Western Ave and  Cambridge St all connect with Soldiers Field Rd /Storrow Drive. Having a well integrated mass transit system that serves this part of Boston and the surrounding communities can only be a good thing. The same goes for an integrated network of safe cycle routes.

Much of the congestion we are experiencing comes from students and faculty commuting to the college's and hospital staffs going to the Longwood medical area. Things are much better when school is out.

I don't have a magic bullet solution in mind but finding ways to move people from A to B without cars is of vital importance of we are serious about global warming and our quality of life.

North Beacon St and Arsenal St.in Watertown are attracting some big businesses and a huge amount of development that cannot be ignored but needs to be factored into a regional mass transit plan. 

Planning ahead and putting some things in place would make sense e.g developing West Station should not be an afterthought to the development of Beacon Yards.

If the DOT is putting $25million into Watertown, do the benefits stop at the Charles? We have to think about the bigger picture.

Liz B

Sent from AOL Mobile Mail

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On Sunday, June 18, 2017 Eva Webster <evawe...@comcast.net> wrote:

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[Eva Webster]

Very interesting info – thanks David. This is what a Car2Go looks like — exactly what I was talking about.

This is the kind of car that should start populating Boston streets.  My gosh — how much easier the life would become for everyone — in terms of available parking and road space. Also, people who drive such cars tend not to drive aggressively — because there is not much buffer between their bodies and other objects on the road.

It was a big mistake for the City of Boston not to go with Car2Go.  But those things are always decided behind closed door — because people in power always think they have the best answers to everything, and won’t ask for any advice from citizens interested in the matter (just like many men used to avoid at any cost asking for directions — but now everyone has GPS units).  

When we in the neighborhood (or Boston as a whole) wrangle about parking spaces in proposed new development, I would be very much in favor of creating very small spaces for extra-economy tiny cars — not the regular-size parking spaces.  This is what most people who live in apartment/condo buildings need — and they would have an incentive to buy such cars (there are several tiny cars available on the market).

We need to change the culture — away from a big car.

Families with kids will always need larger cars, but there is no excuse for anybody else (unless they frequently have to haul large things). 

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