WalkBoston comments on Suffolk Downs redevelopment (EEA No. 15783)

January 25, 2018 Mayor Brian Arrigo ATTN: Robert O’Brien, Director of Economic Development City of Revere 281 Broadway Revere, MA 02151 Secretary Matthew Beaton ATTN: Page Czepiga, MEPA Analyst Executive Office of Energy and Environmental Affairs 100 Cambridge Street, Suite 900 Boston, MA 02114 Director Brian Golden ATTN: Tim Czerwienski, Project Manager Boston Planning and Development Agency One City Hall, Ninth Floor Boston, MA 02201 RE: WalkBoston comments on Suffolk Downs redevelopment (EEA No. 15783) Dear Mayor Arrigo, Secretary Beaton and Director Golden: Thank you for the opportunity to comment on HYM Investment Group’s proposed redevelopment of the Suffolk Downs site in East Boston and Revere.  WalkBoston looks forward to working with the City of Revere, EEA, BPDA, HYM, and other agencies and project stakeholders to help advance the proponent’s stated goal of “creating a vibrant, mixed-use walkable community.” Leveraging connections between walkability and transit  The proponent’s Expanded Project Notification Form (EPNF) reflects a strong commitment in principle to walkability and multimodal transportation connectivity.  The proposed Phase 1 project emphasizes new pedestrian connections at the Suffolk Downs Blue Line station on the MBTA, and the Master Plan project is similarly premised upon pedestrian access to and from the Blue Line at Suffolk Downs and Beachmont Stations.  Overall the Suffolk Downs site is well-positioned for walkable transit-oriented development, which is reflected in HYM’s high anticipated mode shares for walking and transit for the Master Plan project.  (The projected mode shares for walking range from 10.9% for office uses to 19.6% for residential uses; the projected mode shares for transit range from 45.4% for residential uses to 54.7% for hotel uses.)   The Phase 1 project has a much lower projected transit mode share of 37.5%, as well as a 44.4% projected mode share for single occupancy vehicles.  We are concerned that this will create significant auto dependency from the onset of this project that will affect the future Master Plan development as well.  The proponent states that “while there will be emphasis to support a high proportion of alternative trip making by the Phase 1 Project, this more conservative mode share profile has been utilized given the Phase 1 buildings are being analyzed as a standalone project without the benefit of a mixed-use environment.”  We urge the proponent to aim for more ambitious transit, walking and biking mode share goals for the Phase 1 development to maximize the site’s potential for transit-oriented development. The proponent also anticipates over 54,000 new transit trips per weekday, including over 4,000 trips during the morning peak hour and over 5,000 trips during the evening peak hour.  This number is very high relative to current Blue Line ridership levels.  As part of their transit analysis for the Draft Environmental Impact Report (DEIR), HYM should detail how they arrived at this number and how Blue Line ridership will change as the Master Plan project is phased in over time.  This analysis should be accompanied by the proponent also clarifying their plans to invest in capacity upgrades along the Blue Line as part of a broader package of Transportation Demand Management (TDM) strategies. Exploring opportunities to reduce single occupancy vehicle trips and parking spaces  While the high projected transit mode share and ridership are positive attributes of this development proposal, the proponent still projects over 33,000 new vehicle trips per weekday, including over 3,000 trips during the morning peak hour and over 3,000 trips during the evening peak hour.  This increased vehicular traffic has the potential to significantly affect congestion and pedestrian safety within the project site and along surrounding roadways.  Given that vehicular access to the site is limited to just two intersections (Route 1A/Tomasello Way and Winthrop Avenue/Tomasello Way), the proponent should clarify how the project site and surrounding streets will handle this traffic in the DEIR.  Significant mitigation measures will be necessary to address 33,000 new vehicles on already congested streets. While HYM does not specify how many new parking spaces will be needed to accommodate these vehicles, WalkBoston calculates that between 10,800 and 16,200 new spaces will be necessary, depending on the development program and parking ratios used.  (The proponent states that the following parking ratio ranges should adequately support the Master Plan project’s parking demand into the future: residential, 0.5 to 1.0 spaces per unit; office, 1.0 spaces per 1,000 SF; lab, 1.0 spaces per 1,000 SF; hotel: 0.5 spaces per room; retail: 0.5 spaces per 1,000 SF).  We are encouraged by the relatively low proposed parking ratios for the residential units, as well as HYM’s broader recognition that auto trip rates are likely to decrease over time.  The final residential parking ratio should be as close to 0.5 spaces per unit as possible and we look forward to reviewing HYM’s TDM plans as part of the DEIR.  Any strategies and mitigation measures proposed must further enhance walkability, bikeability and transit access, while reducing single occupancy vehicle use and the associated need for parking. Exploring opportunities for bus/shuttle connectivity and related pedestrian access HYM notes that there are several MBTA bus lines (450, 459 and 119) along Route 1A and Winthrop Avenue within a half-mile walk of the project site, and that “there are opportunities to expand MBTA bus service into the project site and provide for internal site transportation/shuttle to further improve access to public transit” as the Master Plan project is built out.  The proponent should further explore and detail these options as part of their TDM plans in the DEIR, as increased utilization of MBTA buses and/or shuttles can reduce single occupancy vehicle use.  An analysis of bus/shuttle options should examine the potential for increased service on existing MBTA bus lines and associated changes in ridership, as well as the potential to service the neighborhoods surrounding the project site.  The proponent should also clarify their plans for investing in such services, whether through funding the MBTA or their own shuttles. Ensuring that pedestrians can safely and comfortably walk to and from bus/shuttle stops is critical to ensuring that these services will be utilized.  Ideally bus/shuttle stops will be located within a quarter-mile of the project site to maximize their usage.  We appreciate HYM’s commitment to improving sidewalks adjacent to the project site to meet ADA standards and to include street trees if feasible, as well as their acknowledgement of the need for mitigation measures and infrastructure improvements at the site’s primary vehicular access points (Route 1A/Tomasello Way and Winthrop Avenue/Tomasello Way).  The proponent states that “geometric and traffic signal improvements will be recommended at both of these intersections to optimize traffic operations.”   Improvements at these locations must also address pedestrian safety and traffic calming.  HYM plans to widen Tomasello Way and Route 1A as part of the Master Plan improvements, yet there are no crosswalks across Route 1A near the project site and the crosswalk across Tomasello Way at Route 1A is already 140 feet wide with minimal pedestrian refuge.  Any signal and roadway upgrades at this location and near other shuttle/bus stops must provide safe pedestrian crossings and well-timed WALK signals that provide countdowns and leading pedestrian intervals.  Long crossing distances should be reduced as much as possible using curb extensions, and pedestrian refuges should be created and enhanced to provide protected waiting areas.  In extreme circumstances, the proponent might consider working with the MBTA to relocate bus stops to more pedestrian-friendly locations. Creating a walkable project site that meets Complete Streets standards In addition to leveraging pedestrian access to and from the Blue Line, the proponent has integrated walkability and pedestrian connectivity into many other aspects of their redevelopment proposal.  These include creating a new interior street network on site that meets Boston Transportation Department’s (BTD) Complete Streets guidelines, developing a system of multi-use ADA-compliant paths and trails that connects to adjacent neighborhoods and regional path networks, and activating the public realm with open space amenities and extensive ground-floor retail.  Creating streets, sidewalks and paths that accommodate road users of all abilities and travel modes is critical to developing more livable and walkable communities, so WalkBoston is pleased to see a commitment to these issues in the EPNF.   We look forward to seeing more detailed plans for the interior streets, paths, intersections and signals as part of the DEIR.  The interior streets should be designed to ensure that vehicles follow a 20 mile per hour speed limit to maximize walking safety as well as walking and transit mode shares.  They should also include additional measures for pedestrian safety and traffic calming, including narrow vehicular travel lane widths, frequent and well-marked crosswalks, and well-timed WALK signals that provide countdowns and leading pedestrian intervals.  We encourage the proponent to maintain their current plans to not have vehicular access to the project site from Bennington Street or Waldemar Avenue, thus prioritizing multimodal connectivity and reducing the potential for increased local traffic. Improving pedestrian safety throughout the project study area The need for traffic mitigation is not limited to the immediate project vicinity and access points.  To this end, HYM states that a mitigation program will likely focus on improvements to roadway geometry, traffic signals, and multimodal mobility along the broader Route 1A and Winthrop Avenue corridors, as well as Furlong Drive, the on-site roadway network, and other nearby intersections.  The proponent also notes that many of the broader study area intersections are located within Highway Safety Improvement Program (HSIP) clusters and thus are potentially subject to Road Safety Audits (RSAs) per Massachusetts Department of Transportation guidelines.  WalkBoston looks forward to reviewing a more detailed discussion of the Master Plan project mitigation phasing and recommendations for the timing of specific roadway improvement projects as part of the DEIR.  We are also available to participate in future RSAs as needed.  Once again, we encourage utmost consideration for pedestrian safety and traffic calming measures as part of any improvement packages. Thank you again for considering these issues and feel free to contact us with any questions. Sincerely,  Wendy Landman Executive Director Cc: House Speaker Robert DeLeo Senate President Harriette Chandler Senator Joseph Boncore, Transportation Co-Chair Representative William Strauss, Transportation Co-Chair Representative Adrian Madaro Boston City Council President Andrea Campbell Boston City Councilor Michelle Wu, Transportation Chair Boston City Councilor Lydia Edwards, District 1 Revere City Council President Jessica Giannino Revere City Councilor Steven Morabito, Economic Development and Planning Chair Revere City Councilor Joanne McKenna, Ward 1 Becca Wolfson, Boston Cyclists Union Stacey Thompson, LivableStreets Alliance Andre Leroux, Massachusetts Smart Growth Alliance Richard Fries, MassBike Marc Ebuña, TransitMatters Chris Dempsey, Transportation for Massachusetts ———————————————————————————————— Join WalkBoston’s Mailing List to keep up to date on advocacy issues.

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#ClearCurbCuts links

We’re happy that people have found the need to clear curb cuts an important story. We list media clips on our website, but we’ve listed below some of the social media links and media coverage this particular project received. Please let us know if we missed any others that you’ve seen and we can try and keep this current. 

This video was also shared to Twitter & Facebook 

Boston Globe: “Letters - Snow removal shouldn’t leave treacherous terrain behind for wheelchair users“ https://www.bostonglobe.com/opinion/letters/2018/01/12/snow-removal-shouldn-leave-treacherous-terrain-behind-for-wheelchair-users/yJPfm14Dy8RGCQTcfppWsN/story.html

South End News: “#ClearCurbCuts”  http://www.mysouthend.com/news//news//254529

WCVB: “Snowbanks, ice leave city an obstacle course“  http://www.wcvb.com/article/snowbanks-ice-leave-city-an-obstacle-course/15065097

WBUR: “Mobility Challenges In The Boston Snow“  http://www.wbur.org/radioboston/2018/01/11/mobility-boston-snow

#PutABradyOnIt links

We’re happy that people have found the crosswalk safety pop-up a fun story - and encourage people to support WalkBoston’s work!   We list media clips on our website, but we’ve listed below some of the media coverage this particular project received. Please let us know if we missed any others that you’ve seen and we can try and keep this current.  Boston Globe: Teacher uses Tom Brady cutouts to get cars to slow down in school zone  https://www.bostonglobe.com/metro/2017/12/06/teacher-uses-cut-outs-tom-brady-head-get-cars-slow-down-outside-his-school/LSPj4NU1RRW3J9kH3IdyMP/story.html NECN / NBC Boston: This Famous Face was attached to a sign to battle speeding  https://www.necn.com/news/new-england/This-Famous-Face-Was-Attached-to-A-Sign-to-Battle-Speeding-462390213.html

CBS WBZ:  ‘Cars Will Have To Slow Down For Him’: Teacher Uses Tom Brady Face On Crosswalk Signs  http://boston.cbslocal.com/2017/12/06/tom-brady-crosswalk-signs/ WBZ / iheartradio:   Teacher Puts Tom Brady Photo on Crossing Walk Sign  https://wbznewsradio.iheart.com/content/2017-12-06-teacher-puts-tom-brady-photo-on-crossing-walk-sign/ WCVB:   Teacher uses Tom Brady's famous face to slow down drivers  http://www.wcvb.com/article/teacher-uses-tom-bradys-famous-face-to-slow-down-drivers/14321141 Universalhub:   No Bostonian would sack Tom Brady, right?http://www.universalhub.com/2017/no-bostonian-would-sack-tom-brady-right ESPN: Tom Brady photos help slow down drivers in Boston school zone  http://www.espn.com/nfl/story/_/id/21697053/photos-new-england-patriots-tom-brady-help-slow-drivers-boston-school-zone Boston Herald: Tom Brady photos slow down drivers in school zone  http://www.bostonherald.com/news/local_coverage/2017/12/tom_brady_photos_slow_down_drivers_in_school_zone Associated Press: Tom Brady photos slow down drivers in school zone  https://www.apnews.com/a22ce3e43c0e49b9b846c86c3829aeb8/Tom-Brady-photos-slow-down-drivers-in-school-zone Fox News: Tom Brady photos slow down drivers in school zone  http://www.foxnews.com/auto/2017/12/07/tom-brady-photos-slow-down-drivers-in-school-zone.html Boston.com: Teacher uses Tom Brady photos to slow down drivers in school zone  https://www.boston.com/sports/new-england-patriots/2017/12/07/teacher-uses-tom-brady-photos-to-slow-down-drivers-in-school-zone UPI: Boston teacher seeks to deter speeders with Tom Brady photo  https://www.upi.com/Odd_News/2017/12/08/Boston-teacher-seeks-to-deter-speeders-with-Tom-Brady-photo/3031512753298/ Sports Illustrated: A Massachusetts Teacher Used a Picture of Tom Brady to Get Cars to Slow Down  https://www.si.com/extra-mustard/2017/12/07/roxbury-teacher-uses-picture-tom-brady-slow-down-traffic Patriots.com:  Before crossing the street: Stop, look, Tom Brady  http://www.patriots.com/news/2017/12/11/crossing-street-stop-look-tom-brady USA Today - For the Win: Brilliant teacher uses Tom Brady's beautiful face to slow down school traffic  http://ftw.usatoday.com/2017/12/new-england-patriots-tom-brady-boston-area-school-teacher-sign-slow-down-photo Newstalk 1010: TOM BRADY PHOTOS SLOW DOWN DRIVERS IN SCHOOL ZONE  http://www.iheartradio.ca/newstalk-1010/news/tom-brady-photos-slow-down-drivers-in-school-zone-1.3488438 DailyMail: He is so good looking. Cars will have to slow down for him': Teacher puts Tom Brady's face on pedestrian crossing signs to stop speeding outside Boston elementary school  http://www.dailymail.co.uk/news/article-5157069/Tom-Bradys-face-crossing-signs-slow-drivers.html ESPN Radio - Golic & Wingo show:  http://www.espn.com/espnradio/play?id=21699771 Boston 25 News: #PutABradyOnIt: Organization uses Tom Brady's face on yield signs to slow drivers down  http://www.fox25boston.com/news/putabradyonit-organization-uses-tom-bradys-face-on-yield-signs-to-slow-drivers-down/659612993 WDJX: Teacher Uses Tom Brady To Get People To Slow Down  http://www.wdjx.com/teacher-uses-tom-brady-get-people-slow/ ACQ5: Boston teacher seeks to deter speeders with Tom Brady photo  https://www.acq5.com/post/boston-teacher-seeks-to-deter-speeders-with-tom-brady-photo/ Newsline: Boston teacher seeks to deter speeders with Tom Brady photo  https://newsline.com/boston-teacher-seeks-to-deter-speeders-with-tom-brady-photo/ Safety Sign dot com: Don’t Sack the Sign  http://www.safetysign.com/blog/dont-sack-the-sign/ Off the Monster Sports: Local School Puts Picture of Tom Brady on Crosswalk to Slow Down Drivers  http://ftp.offthemonstersports.com/2017/12/local-school-puts-picture-of-tom-brady-on-crosswalk-to-slow-down-drivers/ International Business Times: Boston Teacher Uses Tom Brady’s Face To Slow Cars For His Students  http://www.ibtimes.com/boston-teacher-uses-tom-bradys-face-slow-cars-his-students-2624879

Comments on H1834

Senator Thomas McGee, Chair Representative William Straus, Chair Members of the Joint Committee on Transportation 24 Beacon Street, Room 134 Boston, MA 02133 November 14, 2017 Dear Senator McGee, Representative Strauss, and Members of the Joint Committee on Transportation: My name is Brendan Kearney. I am the Communications Director for WalkBoston, a nonprofit pedestrian advocacy organization working to make Massachusetts more walkable. Thank you for the opportunity to offer comments against the passage of H1834. Janette Sadik-Khan, former NYC Transportation Commissioner, spoke about distraction to the New York Times in October, and WalkBoston strongly agrees with her assessment: “[JSK, the current]...transportation principal at Bloomberg Associates, which advises mayors around the world, said laws against texting and walking were not the answer. They have no basis in any research, are poorly conceived and distract from the road design and driver behavior issues that are responsible for most crashes, she said. She and others recommended focusing on proven strategies like vehicle speed reduction, which is one of the most effective ways to reduce deaths, as survival rates are higher in low-speed collisions." To Sadik-Khan’s point on proven strategies: Massachusetts passed the Municipal Modernization Bill last November. We wanted to thank this Committee, MassDOT, and the more than 25 communities that have lowered their prevailing speed limit from 30 to 25 mph to help create safer streets in cities and towns across the Commonwealth. To her point on research: Toronto is considering a similar “distracted walking” bill, but The Globe and Mail published an editorial yesterday that stated electronic devices in the hands of walkers were a factor in just 25 of 23,240 pedestrian deaths in the US from 2010-14 (FARS = Fatality Analysis Reporting System). The editorial was titled, “All those pedestrian deaths? It’s the cars, stupid.” It was not on the current hearing’s docket, but there is still a need for a distracted driving bill - a CommonWealth Magazine article over the weekend reminded us that the Senate passed a hands free bill more than four months ago, and we’re still waiting to hear more on it. Thank you for the opportunity to comment. REFERENCES: New York Times: “Reading This While Walking? In Honolulu, It Could Cost You,” 10/23/2017 https://www.nytimes.com/2017/10/23/business/honolulu-walking-and-texting-fine.html MassDOT list: http://www.massdot.state.ma.us/highway/Departments/TrafficandSafetyEngineering/SpeedLimits/MGL9017C.aspx  Globe & Mail: “Globe editorial: All those pedestrian deaths? It’s the cars, stupid,” 11/9/2017 https://beta.theglobeandmail.com/opinion/editorials/globe-editorial-all-those-pedestrian-deaths-its-the-cars- stupid/article36898698/ CommonWealth Magazine: “Tougher distracted driving law badly needed,” 11/11/2017 https://commonwealthmagazine.org/opinion/tougher-distracted-driving-law-badly-needed/ ———————————————————————————————— Join WalkBoston’s Mailing List to keep up to date on advocacy issues.

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Rural walking in Massachusetts

WalkBoston began its work in rural communities with the publication of “Rural Walking in Massachusetts.” Historically walking was the primary mode of travel in rural areas, so town boundaries were drawn an acceptable three-mile walking distance around the town center. Today, the car has taken over as the primary mode of transportation for rural residents. As a result many roadways are now dangerous for people walking to town and development patterns add challenges. Challenge 1: People must walk along narrow roads with no sidewalks to reach everyday destinations. The topography, drainage, and land ownership make widening roads complicated and sometimes impossible. Even if a road were wide enough, community resources may not be prioritized for walking. To accommodate all users safely on narrow rights-of-way two design recommendations may apply: • Pedestrian lane: pavement striping to create space for walkers on the roadway itself • Shared roadway or yield street: an unmarked road (no lines) designed to serve people walking, biking, and driving within the roadway.   These strategies are typically used on residential streets with low traffic volumes. The Urban, Rural and Suburban Complete Streets Design Manual for the City of Northampton and Communities in Hampshire County has specific design information and graphic examples. Challenge 2: State-owned roads are the main streets of many rural communities. Since many rural towns do not own these roads, the local government has limited control over design, maintenance, or speed limits on their main streets. This makes it difficult to implement infrastructure changes that slow traffic and improve pedestrian safety, goals that many of the communities we’ve worked with are hoping to achieve.  MassDOT’s Complete Streets Funding Program provides money to make short-term, low cost road improvements, but this funding cannot be used on state-owned roads. This is because all MassDOT-owned roads are already required to adopt a complete streets design approach. Municipalities are dependent on the state’s interpretation of a complete streets design for these main streets - and more significantly, improvements happen on the state’s timeline. Despite these limitations, WalkBoston encourages communities to pass Complete Streets policies. A Complete Streets policy is an effective tool to improve pedestrian safety and community walkability. With a policy in place, cities and towns demonstrate their commitment to the approach.  As we learn of barriers to walking that are specific to rural communities, WalkBoston will continue to advocate for solutions that address these issues and allow rural communities to take advantage of the funding initiatives and legislative changes that suburban and urban communities already enjoy.   Stacey Beuttell is the Deputy Executive Director for WalkBoston. This article was featured in WalkBoston’s October 2017 newsletter.

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Town of Lenox on the move

Lenox, in the Berkshires, has just over 5,000 residents. It is largely rural with a small downtown, parks, public art, great restaurants, Tanglewood, and The Mount/Edith Wharton’s Home. In Lenox, you get the small-town vibe but big-city culture. Residents want to stay in Lenox as they age. Millennials across the country are opting to live in traditionally dense, accessible neighborhoods. So in the past year, Lenox has embraced walkability and adopted a Complete Streets policy. The process started by conducting two walk audits with WalkBoston and working with local partners to install “pop-up” Complete Street interventions. Working with Age Friendly Berkshires, the town installed two temporary curb extensions on Main Street and ordered “WalkYourCity” signs directing residents and visitors to destinations such as Tanglewood, Shakespeare and Co., restaurants, and playgrounds.  Getting decision makers and stakeholders into the neighborhood has been a big “win.” Seeing is believing. The “pop-up” curb extensions were a low-cost and very effective tool to demonstrate how to slow down car traffic and give walkers better visibility and more ability to be seen. During one walk audit, a Board of Selectmen member joined us. Noting an inaccessible curb ramp, the group stopped to take a look. The Selectmen asked the Department of Public Works Superintendent and Town Planner to fix the ramp before the current repaving project ended. It got fixed that week. Partnerships, walk audits, temporary, low-cost installations all make what often seem like lofty or challenging goals and solutions, seem doable. You leverage resources and expertise, and get feedback immediately. We plan to submit our curb extension project as part of our Complete Streets Tier III funding request. This project makes the street safer for all users and we know we have support after testing and educating people about the benefits. This effort has been positive due to the many partnerships including WalkBoston, Mass in Motion, Be Well Berkshires, MassDOT Complete Streets Program, Berkshire Regional Planning Commission, Age Friendly Berkshires, the Department of Public Works, and members of the Board of Selectmen. Gwen Miller is the Land Use Director and Town Planner for Lenox, MA. This article was featured in WalkBoston’s October 2017 newsletter.

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Automated enforcement?

Our streets are experiencing a rise of serious injuries and fatalities. As the Boston Globe recently reported, all traffic deaths in 2017 are up 46% over the same period of 2013. This unacceptable trend affects people walking, biking, and driving. Drivers who are distracted by texting and apps are a major cause of crashes. An Act to reduce traffic fatalities (Senate Bill 1905 / House Bill 2877) is intended to make our roads safer in the face of troubling trends. Drafted with broad input, it has 85 cosponsors led by Senator Will Brownsberger and Representatives Jon Hecht and David Rogers. Recognizing that cities and towns need tools to enforce traffic rules, the legislation allows use of automated road safety cameras to enforce speeding, red-light, and school bus stop sign violations. While Massachusetts does not currently enable this, 29 states have some form of camera enforcement and it is common in other countries. Research shows automated cameras are effective. In Montgomery County, Maryland, streets with speed cameras experienced a 39% reduction in fatal and serious injuries. A University of North Carolina Highway Research Center study found installation of red-light cameras can contribute to a slight rise in rear-end crashes, but almost always leads to significant reductions in typically more severe side-impact crashes. The National Transportation Safety Board has endorsed automated enforcement as an effective way to reduce speed and crashes. With the right regulations, automated enforcement can be a highly effective safety tool, and one that doesn’t increase traffic stops—a concern by many in a time of increased racial profiling, and immigration issues. The language In this bill is designed to ensure the best system of enforcement: • Location of cameras would be based on safety benefits, not targeting any population or neighborhood. Cameras would be at high-crash locations where other interventions such as road redesign are not feasible. • It would not be a money grab. The best cameras act as deterrents and not to trick people into fines—few violations are a sign of success. The bill directs the majority of revenues into road improvements, not general funds. Cameras would be well-marked. Revenue-sharing with private camera installation or operating companies would be prohibited, avoiding inappropriate incentives. • Photographs would be of rear license plates, no faces or identifying information, and only if a violation has occurred. Photos would be permanently deleted after ruling. Fines, assessed to the owner of the vehicle, would not exceed $50, won’t increase with additional violations, nor add to insurance points. Law enforcement would need a court-approved warrant to access photos for purposes beyond traffic enforcement. • There would be state oversight, an appeals process, and common-sense emergency exemptions.  Charlie Ticotsky is the policy director of Transportation for Massachusetts (T4MA). Sign up for their email list & follow T4MASS on Twitter.  This article was featured in WalkBoston’s October 2017 newsletter.

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A note from the executive director

Over the last six months WalkBoston worked to craft our 3-year action plan. The journey was as important as arriving. We took stock of what WalkBoston has achieved and thought about the critical next steps toward “Making Massachusetts More Walkable.” This newsletter and the next focus on our new goals and how you can be a part of the changemaking process.

We have accomplished the formidable task of making walking a part of transportation and planning conversations statewide and have helped spread the word that walkability is critical to the health of people and communities.

Next we must ensure communities are safer for people walking, and that investments are made to improve the built environment across the state. By using an equity lens as we work to meet these goals, we will be intentionally inclusive of all ages, abilities, and communities.

How you can help: • Ask for and support changes. Speak up for walking in your own neighborhood, city or town —make sure that local officials hear your voice. • Support laws that improve safety. Ask your State senator and representative to support laws such as banning hand-held device use, and allowing automated traffic enforcement. • We can coach you on how to ask for changes. Reach out to us when you see problems that need to be addressed—we can’t be everywhere all the time but we can support you. • Donate your voice, time, and money to WalkBoston.

Wendy Landman is the executive director of WalkBoston. This article was featured in WalkBoston’s October 2017 newsletter.

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Comments on the FEIR for the Back Bay/South End Gateway Project MEPA: #15502

August 11, 2017 Matthew Beaton, Secretary Executive Office of Energy and Environmental Affairs (EEA) ATTN: Alex Strysky, MEPA Office 100 Cambridge Street, Suite 900 Boston MA 02114 Brian Golden, Director Boston Planning and Development Agency ATTN: Michael Rooney One City Hall Square  Boston, MA 02201-1007 RE: Comments on the FEIR for the Back Bay/South End Gateway Project MEPA: #15502 Dear Sirs: WalkBoston has reviewed the FEIR for Back Bay/South End Gateway Project. While we appreciate the proponent’s efforts to address some of the issues we raised in our DEIR/DPIR comments, we continue to have concerns about the project impacts to the extremely busy pedestrian environment around the project area, and to several of the design elements suggested by the proponent. We have reviewed the letter submitted by South End resident Ken Kruckemeyer and would like to concur with his comments and his very thoughtful suggestions about how to remedy some of the problems that he describes. Per our own quick review of MBTA data, Back Bay Station Orange Line, Commuter Rail and Amtrak service presently serves approximately 64,000 passenger trips (alighting and boarding) each day. Many more pedestrians are simply walking by the site, arriving on buses, via cabs and in automobiles. The MBTA, MassDOT, and all people concerned with the continued economic vitality of the Boston area and a more sustainable transportation system, hope that this number will rise significantly over the coming decades. The Back Bay/South End Gateway Project must be designed and managed in such a way that the transit and transportation functions of the station are enhanced. Our key comments and concerns are as follows. 1. Possible garage exit ramp across the Dartmouth Street sidewalk adjacent to the Station  The project proponent and MassDOT support, and are eagerly awaiting, the decision of the FHWA about the closing of an I-90 on-ramp which would allow the project to locate the garage exit elsewhere. WalkBoston does not think that a project design that includes a garage exit ramp across the Dartmouth Street sidewalk is acceptable. Putting the interests of drivers above those of the tens-of-thousands of pedestrians who use this sidewalk is not an appropriate use of public space. Given the intensity of sidewalk use, and the overlap of peak transit and garage use, we do not believe that the ramp can be designed and/or managed acceptably. Asking pedestrians to wait while single cars exit the garage is not a reasonable solution. We urge MEPA to recommend that further consideration of the project as presently designed be delayed until this issue is resolved favorably with no garage ramp exiting across the Dartmouth Street sidewalk. 2. Route and layover location for Bus 39 The proponent seems to have reached a reasonable set of recommendations for much of the routing of Bus 39. However, in order to provide accessible and weather protected transfers for people wishing to use the Orange Line, Commuter rail or Amtrak services, the route should include a stop at Back Bay Station on both its inbound and outbound routes. This is particularly important because the Green Line is not fully accessible for people with disabilities and people with strollers. The FEIR does not provide any details about layover for the Route 39 buses, a critical issue to keep this very busy route operating with reasonable service levels. Until these questions are resolved, we do not believe that the transportation planning for the project has been adequately addressed and request that the proponent be directed to work with the MBTA and the City of Boston to find fully workable solutions. 3. Dartmouth Street Sidewalk The width of this critical sidewalk – critical because of its role as a major element of the Back Bay transportation system that serves well in excess of 70,000 pedestrian trips/day – is constrained by the introduction of a wide furnishing zone and the filling in of the walking area in the weather-protected arcade beneath the station arcade and the existing garage overhang. We urge the proponent to continue to modify the sidewalk plan so as to maximize the walking area. A 13-foot sidewalk (at the station) and a 17-foot sidewalk at the new commercial frontage (where the existing garage is located) are each narrower than the existing sidewalk and are not adequate in this location. The arcade could be kept open to walkers, the first floor of new commercial building could be set back, and the large planters shown should be removed (especially important along this street frontage where people will be getting picked up and dropped off).  4. Pedestrian Bridges across Stuart Street and Trinity Place (outside the project site) We urge the proponent to delete the pedestrian bridges (other than the one internal to their site) as unnecessary and deleterious to the active street life that makes Boston a walkable and lively City. We disagree with the proponent’s contention that “the pedestrian bridge(s) will …further enhance transit access, pedestrian safety, and neighborhood connectivity.” In fact we believe that such bridges diminish all of these characteristics.  We appreciate your consideration of our comments and look forward to your responses to them. Please feel free to contact WalkBoston with questions you may have.  Sincerely,  Wendy Landman, Executive Director Cc Secretary of Transportation Stephanie Pollack Laura Brelsford, MBTA Assistant General Manager, System-Wide Accessibility City Council President Michelle Wu City Councilor Josh Zakim Ellis South End Neighborhood Association Bay Village Neighborhood Association Neighborhood Association of Back Bay Ken Kruckemeyer ———————————————————————————————— Join WalkBoston’s Mailing List to keep up to date on advocacy issues.

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Comment Letter: ENF and the PNF for the Back Bay/South End Gateway Project MEPA: #15502

June 17, 2016 Matthew Beaton, Secretary Executive Office of Energy and Environmental Affairs (EEA) ATTN: MEPA Office 100 Cambridge Street, Suite 900 Boston MA 02114 Brian Golden, Director
 Boston Redevelopment Authority 
 One City Hall Square 
 Boston, MA 02201-1007 RE:  Comments on the ENF and the PNF for the Back Bay/South End Gateway Project MEPA: #15502 Dear Sirs: WalkBoston reviewed the ENF and PNF for Back Bay/South End Gateway Project. We are very interested in this project, which is superbly located to be served by public transportation, walking and biking. However, we have concerns about pedestrian access into, through and around the site which we would like to see addressed in the next project submissions. These are: 1. Relocation of the layover site for the Route 39 bus The proposal states that the layover site for the Route 39 bus will be located “off-site.” Back Bay Station is one end of this bus route, which is one of the busiest in the MBTA system, serving Back Bay, the Fenway and Jamaica Plain. Buses congregate here and wait until schedules require them to return to the main route.This bus route is too important to the MBTA system and its many riders to shift the layover site to another location which could lead to a major change in the frequency of bus service. A layover location must be found nearby. 2. Sidewalks that surround the site Sidewalks along Stuart and Clarendon Streets have been designed at minimum widths for their functions. The MassDOT Design Guide calls for sidewalks in busy downtown areas of cities to be between 12 and 20 feet in width. These guidelines should be generously incorporated into the planning for this project.  The City’s Complete Streets Guideline Manual suggests that 8 feet is a minimum but prefers a width of ten feet. This is particularly important for the Dartmouth Street side of the project. Foot traffic on Dartmouth Street is already heavy and likely to increase, due to the new development and to moving the principal entrance to the station to the center of this frontage. The plan calls for a portion of the Dartmouth Street frontage to be as narrow as 8 feet at one point, and 13 feet otherwise. The 8’ foot width, which appears along a planned ADA ramp into the first-floor retail area, is not adequate for this location. Perhaps this width could be expanded by moving the ADA ramp into the retail area of the building or by selectively eliminating portions of the drop-off/taxi lane which extends from the station entrance to Stuart Street. Alternatively, perhaps a thoughtful reduction of the number of trees and their placement might be appropriate to widen the clear width of the walkway. 3. Garage exit on Dartmouth Street One of the unfortunate consequences of the design for re-use of the Garage East and West portions of this project is the potential use of Dartmouth Street as one of the exits from the on-site garage. This appears to result from redesign of the existing garage which currently has two entrance and exit ramps. The proposed new parking facility removes two the existing garage access ways – those leading in and out of the garage in drums connecting with Trinity Place. It retains the existing entrance and exit ramps on Clarendon Street. The design calls for no new entrance ramps. However, it calls for a new exit ramp that requires removal of the Turnpike on-ramp. If the Turnpike ramp is retained, the proponent maintains that there is a need for a replacement exit onto Dartmouth Street. The proposed exit ramp onto Dartmouth Street is deeply consequential for pedestrian traffic. It is difficult to imagine a more inappropriate design than the insertion of a major vehicular exit from the garage onto the Dartmouth Street sidewalk, the primary pedestrian access route to and from Back Bay Station. Certainly there must be a better place to provide a garage exit than this, possibly by retaining one of the drums could be retained for exiting traffic directly onto Trinity Place. 4. The station area concourse Back Bay Station was designed as a large arched hall, flanked on both sides by hallways leading to ticket and waiting areas. Each platform has its own stairways, escalators and /or elevators connecting the platform to the station concourse. Train platforms are split, with the Worcester/Amtrak Chicago line platforms near the north edge of the station concourse, and the New York/Amtrak Washington platforms near the south edge. Access to the Orange Line platform is directly in the center of the station, under the arched portion of the station structure. On either side, outside the arched hall, two wide concourses connect through the block between Dartmouth and Clarendon Streets. Within the large arched hall, pedestrian movement is presently blocked for concourse movement by a fence that surrounds the major access stairways and escalators to and from the Orange Line. The proposal calls for a removal of some of this blockage and relocation of the two principal concourse pathways between Dartmouth and Clarendon Streets into the arched hall. The present concourses, outside the arched hall, are then repurposed for retail and other facilities. The relocation or shrinking of the passenger concourses and repurposing the space occupied by the old ones raises a concern as to whether the new routes are sufficiently wide to handle projected growth in passenger volumes. Although it is uncertain what projections of passenger volumes might show, according to the project proponent, the station already handles 30,000 passengers per day. The MBTA currently maintains there are 36,000 Orange Line passengers here, plus 17,000 commuter rail passengers. Amtrak may constitute an additional 2000 passengers. New projections of traffic should be undertaken to determine likely future volumes of people using the station. With the knowledge of the likely future traffic of patrons of the Orange Line, the commuter rail lines and Amtrak, the plan must provide good access to and egress from the following locations: - The Dartmouth Street entrance - The Orange Line station (two stairways, escalators, one elevator) - The underpass beneath Dartmouth Street to the Copley Place mall (one stairway) - The commuter and Amtrak rail lines west toward Worcester and ultimately Chicago (two stairways, one elevator) serving 15 stations and communities - The commuter and Amtrak rail lines that generally go south and follow the east coast to Providence, New York and Washington D.C. (two stairways, two escalators, one elevator) serving 47 stations and communities - The proposed new passageway to Stuart Street and into the Garage West office structure - Ticket machines for passes and Charlie cards for the subway lines. - Amtrak ticket offices - Commuter rail ticket offices - Restrooms for the entire station concourse area - Food and retail outlets proposed for the concourse level - Food and retail proposed for the second level - Food and retail outlets proposed for the third level - Waiting areas including seating for passengers traveling by rail - The existing and new parking garages in the Garage West/East areas - The new residential building in the Station East area at the Clarendon Street end of the project All but the last two of these movements take place primarily in a compressed space that extends about 100’ from the main entrance on Dartmouth Street into the station. The proposal significantly diminishes this portion of the existing concourse, serving the movements listed above and lowering the space of the waiting area from 9,225 square feet (41 bays each roughly 15 feet square) to 6,075 square feet (27 bays, each roughly 15 feet square. It calls for eliminating the principal existing waiting area and replacing it with a large food service facility. All waiting passengers will be moved to backless benches located in busy pedestrian passageways, including the major entrance to the building. The proposal also calls for diminishing the size of the concourse by narrowing the existing passageways between Dartmouth and Clarendon Street and replacing them with retail space. It calls for new entrances to the proposed second and third levels in the midst of the existing waiting area. The proposal moves the ticketing area away from the waiting area and into new space along the proposed new passageway, where queuing to purchase tickets (now possible in the waiting area) will compete with pedestrian movement. It is hard to imagine that all these activities can be accommodated in the space planned. A new design should be undertaken to accommodate the growing number of pedestrians and waiting passengers as well as patrons of food and retail outlets who may choose to sit in this busy space. The existing waiting area should not be removed but instead enlarged to accommodate anticipated future use. Ticketing space should be provided close to passenger access areas. Access to and from the second and third levels should be moved away from the waiting area and into the space that is gained by closing the existing concourse passageways. Retail areas adjacent to the passenger waiting area should be scaled back to remove potential blockage of clear and very visible access to and from the stairways leading to transportation facilities below the concourse. Benches for rail passengers should not be relegated to busy portions of the concourse, especially where they might interfere with pedestrian traffic through the concourse. 5. Construction on the rail station platforms The proposal calls for use of the station platforms for supports for the new high-rise building being built in the Station East portion of the project. These new obstructions narrow the platforms for waiting or alighting passengers and add complexity in an environment where moving to or from access points is already complicated. This true of both the Orange line platform, serving both directions for subway passengers and the southernmost railway platform serving commuter rail passengers to and from the south and southwest, including Providence, New York, Washington and the entire eastern seaboard. Using the existing rail platforms for construction of these supports will obstruct passenger traffic during construction as well as after completion. Designs should be carefully integrated with existing obstructions such as columns to minimize interference with passenger traffic flow. We are very concerned about the changes proposed for the station, the bus layover and the sidewalks and interior passageways. We would appreciate your consideration of our comments and look forward to your responses to them. Please feel free to contact WalkBoston with questions you may have. Sincerely, Wendy Landman Executive Director ———————————————————————————————— Join WalkBoston’s Mailing List to keep up to date on advocacy issues.

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WalkBoston Comments on EEA No. 15692, L Street Power Station Redevelopment, South Boston ENF/Expanded PNF

July 7, 2017 Secretary of Energy and Environmental Affairs Matthew A. Beaton Executive Office of Energy and Environmental Affairs (EEA) Attn: MEPA Office, Alex Strysky 100 Cambridge Street, Suite 900 Boston MA 02114 Brian Golden, Director Boston Planning and Development Agency Boston City Hall Boston, MA 02201  Re: EEA No. 15692, L Street Power Station Redevelopment, South Boston ENF/Expanded PNF Dear Secretary Beaton and Director Golden: WalkBoston is pleased to see the proposal for a mixed use development of the large South Boston waterfront site that will include the re-use of the historically and architecturally interesting L Street Power Station. Putting this portion of the City back into a productive use that invites public access is a positive change for the City and for South Boston. The overall site design will help to integrate this large parcel into the neighborhood, and create new opportunities for people to walk from East 1st Street to the waterfront and help to link the residential portions of South Boston into the site which was long cut off from the community by fences and other obstructions. The partial extension of the local street network onto the site and between and around new buildings proposed for the site seems appropriate in scale. With sidewalks that are sufficiently wide and landscaped, both community residents and people living on-site will be served by the new connections. Our comments below are focused on questions that we hope the proponent will respond to in subsequent filings about the project. 1. Waterside Pedestrian and Open Space Environment  We understand that the new dedicated harborside freight corridor that will connect Summer Street to Massport’s Conley Terminal and remove heavy truck traffic from East 1st Street will provide very important, and long-desired improvements to the South Boston neighborhood. But this shift will also present challenges; the new harborside route will place an access barrier and significant truck traffic (with its accompanying noise and air pollution) between the development site’s primary open space and the harbor.  We urge the developer to consider creative ways to mitigate the truck route’s impact on the open space. This could include grade changes that place the open space higher than the truck route (Figure 3.5b may hint at this); landscaping that both masks and frames views, soundscapes to mask truck noise, and the addition of viewing platforms that allow open space users to gain unimpeded views of the water. There may also be ways to capitalize on the site’s 2 industrial past and on-going use through interpretive elements. WalkBoston is concerned that without such special treatment the open space will not be very attractive to the public. If possible, the proponent might also explore with Massport whether it would be possible to schedule truck traffic so that is interferes less with daytime and weekend use of the open space. 2. Encouragement of walking and walking-transit trips At the direction of the City, the proponent has used South Boston adjusted trip generation rates to develop trip tables for walking/biking, transit and vehicles. However, the site is at a significant distance from other land uses that would seem to justify such significant numbers of walking trips, and to suffer from overused bus lines and significant distances to the Red and Silver Lines. Figure 5-1 illustrate the 5 and 10-minute walking zones, neither of which include a great many retail, job and civic land uses. We urge the proponent to develop mitigation measures to make the development a more realistically mixed mode project. These could include such things as: subsidies to the MBTA to provide more frequent bus service, or creation or partnering with other South Boston developments to provide shuttle services to the Silver and/or Red Lines. 3. Bicycle facilities The proponent mentions that Boston has flagged both East 1st Street and Summer Street for protected bicycle facilities, however Figure 3.5a shows an on-street bike lane.  We urge the proponent to work with the City, and perhaps provide funding for, separated bicycle facilities on both East 1st Street and Summer Street. The distance of the site from transit and a mix of retail, job and civic facilities will make bicycling a more likely mode of off-site trips than walking. We look forward to working with the City and Redgate as the project plans are developed in greater detail. Sincerely, Wendy Landman Executive Director Cc Ralph Cox, Greg Bialecki, Megha Vadula, Redgate Elizabeth Grob, VHB

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WalkBoston awarded $100,000 in Cummings Foundation’s “$100K for 100″ program!

FOR IMMEDIATE RELEASE

Contact: Wendy Landman, WalkBoston, 617-367-9255, wlandman@walkboston.org Contact: Julie DeSilva, Cummings Foundation, 781-932-7093, jmd@cummings.com

WalkBoston awarded $100,000 Boston nonprofit receives Cummings Foundation grant

Boston, May 26, 2017 – WalkBoston is one of 100 local nonprofits to receive grants of $100,000 each through Cummings Foundation’s “$100K for 100” program. The Boston-based organization was chosen from a total of 549 applicants, during a competitive review process.

WalkBoston is a non-profit pedestrian advocacy organization dedicated to improving walking conditions in cities and towns across Massachusetts.

Representing WalkBoston, Wendy Landman, Executive Director, and Stacey Beuttell, Deputy Executive Director, will join approximately 300 other guests at a reception at TradeCenter 128 in Woburn to celebrate the $10 million infusion into Greater Boston’s nonprofit sector. With the conclusion of this grant cycle, Cummings Foundation has now awarded more than $170 million to local nonprofits alone.

“This wonderful grant will enable us to work with community based organizations to help them create safer pedestrian environments in communities supported by the Cummings Foundation,” said Wendy Landman.

WalkBoston will use these funds to train and empower residents to be change agents for safe streets.

The $100K for 100 program supports nonprofits that are not only based in but also primarily serve Middlesex, Essex, and Suffolk counties. This year, the program is benefiting 35 different cities and towns within the Commonwealth.

Through this place-based initiative, Cummings Foundation aims to give back in the area where it owns commercial buildings, all of which are managed, at no cost to the Foundation, by its affiliate Cummings Properties. Founded in 1970 by Bill Cummings of Winchester, the Woburn-based commercial real estate firm leases and manages more than 10 million square feet of space, the majority of which exclusively benefits the Foundation.

“Nonprofit organizations like WalkBoston are vital to the local communities where our colleagues and clients live and work,” said Joel Swets, Cummings Foundation’s executive director. “We are delighted to invest in their efforts.”

This year’s diverse group of grant recipients represents a wide variety of causes, including homelessness prevention and affordable housing, education, violence prevention, and food insecurity. Most of the grants will be paid over two to five years.

The complete list of 100 grant winners is available at www.CummingsFoundation.org.

About WalkBoston WalkBoston was founded in 1990, becoming the first organization in America dedicated to pedestrian advocacy. We strive to bring walking and pedestrian needs into the transportation discussion, collaborating closely with other advocacy, community and civic/educational groups. WalkBoston makes walking safer and easier in Massachusetts to encourage better health, a cleaner environment and more vibrant communities. For more information, visit www.walkboston.org.

About Cummings Foundation Woburn-based Cummings Foundation, Inc. was established in 1986 by Joyce and Bill Cummings of Winchester. With assets exceeding $1.4 billion, it is one of the largest foundations in New England. The Foundation directly operates its own charitable subsidiaries, including two New Horizons retirement communities, in Marlborough and Woburn. Its largest single commitment to date was $50 million to Cummings School of Veterinary Medicine at Tufts University. Additional information is available at www.CummingsFoundation.org.

The key to BRT success? Walking.

By Joseph Cutrufo  Joseph Cutrufo is a former member of the WalkBoston staff and current Director of Communications and Connecticut Policy at Tri-State Transportation Campaign.  In March 2015, Connecticut cut the ribbon on CTfastrak, New England’s first bus rapid transit system. CTfastrak features a 9.4-mile bus-only guideway which runs from downtown New Britain through Newington and West Hartford to its terminus in downtown Hartford. CTfastrak has outpaced ridership projections so far. But the real test for CTfastrak will be whether it can transform the way people travel in greater Hartford, where 81 percent of commuters drive to work alone — even higher than the national average of 76 percent. Not long after the system launched, prospective riders bemoaned the lack of parking near stations. Predictably, the Connecticut Department of Transportation responded by building more parking. But when people won’t use the system due to a lack of parking, we shouldn’t ask, “Where can we build more parking.” We should ask, “Why can’t people get here without a car?” In greater Hartford, the answer is simple: the neighborhoods surrounding CTfastrak stations aren’t dense enough, and the streets in station areas don’t safely accommodate walking.  Some in the CTfastrak corridor recognize these challenges. The City of New Britain hired a consultant to run a series of public workshops to identify what kind of developments would be most appropriate for the city’s three CTfastrak stations. And in West Hartford, town officials amended local zoning regulations to allow mixed-used development around CTfastrak stations, where much of the land is currently zoned for industrial uses. But in suburban Newington, the town’s zoning board passed a moratorium on “high density development” shortly after CTfastrak service launched. Connecticut Governor Dannel Malloy has set aside funds to help speed along transit-oriented development projects, but ultimately the region needs a more holistic approach to making greater Hartford a more walkable region. The state had a chance to start the process through legislation in 2015, but a bill proposing a “Transit Corridor Development Authority” was viewed unfavorably by towns that saw it as a threat to home rule. That won’t be the end of the movement to unchain the greater Hartford area from car-dominant planning. One place to look for inspiration is the city of Hartford, where a major zoning overhaul seeks to undo a half-century in which the city’s parking inventory increased by 30,000 as the population declined by 40,000 people. 

This article was featured in WalkBoston’s Winter 2017 newsletter.

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Lead a Jane’s Walk this May in your neighborhood

Jane's Walk is happening the first weekend of May (5th-6th-7th). Last year, 1,000+ walks happened all over the globe! Think of this as an opportunity to:

Create your walk idea on Janeswalk.org, or get in touch with us at WalkBoston (contact Brendan!). We're happy to help you or your neighbors with suggestions, promote your walk, and answer any questions you may have. We look forward to helping you get out walking! Edit: We’ll add neighborhoods/cities/towns below that will be hosting walks on this post (and include links to the separate walks within the communities as we find out about them.) 

Boston - West End - “Jane’s Walk West End Tour”  Meet at the West End Museum  Saturday, May 6, 2pm http://janeswalk.org/united-states/boston/janes-walk-west-end-tour/

Boston - West Roxbury - “West Roxbury Walk Audit”  Meet at the Hastings Street Lot Saturday, May 6, 2pm  http://janeswalk.org/united-states/boston/west-roxbury-walk-audit/

Boston - Jamaica Plain - “Growing the City: Washington St from Forest Hills to Green St”  Meet at Brassica Kitchen & Cafe Sunday, May 7, 11am  http://janeswalk.org/united-states/boston/growing-city-washington-st-forest-hills-green-st/

Boston - Roslindale - “Roslindale Gateway Path & proposed Blackwell Path Extension” Meet at SE corner of the Arboretum (look for Walk UP Roslindale Banner) Sunday, May 7, 1pm  http://www.walkuproslindale.org/weblog/2017/04/21/janes-walk-planned-sunday-may-7-at-1-pm-start-at-the-southeast-corner-of-the-arboretum/

Cambridge - “The Dense Layers of History in Old Cambridge” Meet at Out of Town News Kiosk, Harvard Square Saturday, May 6, 10:30am  http://www.janejacobswalk.org/upcoming-2017-walks/the-dense-layers-of-history-in-old-cambridge

Worcester - Jane Week (May 1 - 7, 2017) gives Worcester residents and visitors a chance to connect to each other, explore Worcester by foot and participate in interesting discussions on how we can enhance the design and function of our city. - 20+ events and walks throughout Worcester. http://janeswalk.org/united-states/worcester-ma/

Lowell - “Labor Movement in Lowell” Meet at Lowell National Park Visitor Center, 246 Market St Saturday, May 6, 10:30am http://richardhowe.com/event/labor-movement-in-lowell-walk/

Dedham - “Walking Tour of Proposed Dedham Heritage Rail Trail” Meet at the parking lot by the football field/track on Whiting Ave Sunday, May 7, 4:00pm Saturday, May 13, 10:00am http://mailchi.mp/f20ef35375c4/rail-trail-happenings-this-spring

Somerville - “A Metamorphosis of Industrial Buildings Along the Rails” Kickoff to Somerville’s Preservation Month, ending at Aeronaut Brewery Saturday, May 13, 9:30am http://janeswalk.org/united-states/somerville-ma/meta/

Boston - Jamaica Plain - “Walking Tour of Monument Square” July 1 & August 19, 12:45pm  http://janeswalk.org/united-states/boston/walking-tour-o/

Congrats to this year’s Golden Shoe Award Winners!

As presented at this year’s annual event on March 29, 2017 See the list of all time winners: http://walkboston.org/events/goldenshoe-award

Alison Pultinas | Persistent, effective Mission Hill/Roxbury citizen activist  Alison Pultinas is a leading Mission Hill activist and a key member of the Friends of Melnea Cass Boulevard. Alison has been a guiding hand for the design of the Melnea Cass roadway as it has evolved from a roadway widening project to a Complete Street. Throughout the five-year advocacy effort, Alison has been persistent and effective, providing key institutional memory, recalling comment letters sent and informal decisions reached. Alison is a strong advocate for development that is not dependent upon automobiles. She is a key ally of WalkBoston and consistently encourages WalkBoston to attend meetings and to respond to projects, like the proposed Tremont Crossing mixed-use development. She keeps watch over several of the outdoor stairways which connect walking routes on the hilly landscape of Mission Hill, cleaning and shoveling when needed. Alison is happy to report that the reconstruction of the Hayden Street Stairs, a City of Boston Public Works project, is upcoming. She also writes for the monthly community newspaper, The Fenway News, with a focus on development and historic preservation issues. Sarah Bankert, Healthy Hampshire | Rural walking advocate in Western Massachusetts Sarah Bankert conceived of the Route 202 – Common to Courthouse Corridor Study in Belchertown, which brought together municipal staff, Belchertown seniors, and economic development entities to work toward a shared goal of a safer, higher quality walking experience along Route 202. Sarah and her team’s efforts attracted the attention of the American Institute of Architects (AIA) Design & Resiliency Team (DART) who conducted a multi-day workshop which resulted in a “Three Villages & A Farm: Belchertown Beyond” case study report. She is also leading efforts to improve health and walkability in 14 towns in Hampshire County as part of the MDPH 1422 grant. Caitlin Marquis, Healthy Hampshire | Rural walking advocate in Western Massachusetts  Caitlin Marquis has been a committed voice for incorporating physical activity – particularly walking – into town-wide planning efforts in Williamsburg. She contributed to the formation of the Facilities Master Plan Committee, plays an advisory role with seniors at the Williamsburg Council on Aging, and promotes healthy food choices at the local town center market. Her efforts demonstrate how walkability permeates so many aspects of the daily lives of Williamsburg residents. Caitlin also works to improve health and walkability in 14 towns in Hampshire County as part of the MDPH 1422 grant. Dillon Sussman, Pioneer Valley Planning Commission | Rural walking advocate in Western Massachusetts Dillon Sussman, a land use planner at the Pioneer Valley Planning Commission (PVPC), has also brought walkability to the rural towns of Hampshire County. Dillon conducted a Health Aging and Community Design regulatory review in Williamsburg and directed the town’s Facilities Master Planning efforts. He also authored the adaptation of PVPC’s Healthy Community Design Tool-Kit to include age-friendly design elements that are applicable across the Commonwealth. Michelle Wu, Boston City Council President Boston City Council President Michelle Wu has elevated the conversation about walking (and bicycling and transit) at the City Council, in City Hall, and among many Bostonians. Her proactive efforts to reach out to WalkBoston and many of our fellow activists about the importance of making Boston safer for people walking in the City has helped keep active transportation efforts alive in Boston. Partnership with Councilor Wu is particularly powerful as we work with many City departments, grassroots organizations and residents to implement Vision Zero.

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Improving mobility for seniors and those with disabilities

By Rachel Fichtenbaum  Rachel Fichtenbaum is a mobility information specialist at MassMobility. She researches best practices in community transportation, and disseminates them to practitioners statewide, providing technical assistance to help organizations improve mobility. Finding transportation can be a challenge for seniors and people with disabilities looking to get to medical appointments, jobs, or other destinations, especially in suburban and rural areas. While some require a ride, walking is also an important mode of travel. Over the last five years, the state’s MassMobility program – a joint initiative of the Executive Office of Health and Human Services and MassDOT – has worked with transportation providers, human service agencies, and advocates in all regions of Massachusetts to identify needs and develop solutions to increase mobility for seniors, people with disabilities, and low-income commuters. Improved walkability is a recurring theme of our conversations and our work. Walkability facilitates access to transit, getting from home to the bus route, and then from the bus stop to the destination. When the members of the Cape and Islands Regional Coordinating Council reviewed results of a survey of over 250 transit riders and potential riders, lack of sidewalks or other infrastructure along bus routes emerged as the number one barrier preventing people from using public transit. As a result, the Cape Cod Regional Transit Authority has partnered with regional planners on a bus stop audit to determine where improvements may be needed. Walkability near bus stops is a particularly important issue for travel trainers, people who teach seniors and people with disabilities the skills and knowledge they need to ride transit independently and safely. Earlier this year, travel trainers from around the state convened for a presentation on intersection design from Meg Robertson, Director of the Orientation and Mobility department at the Massachusetts Commission for the Blind. Using images of Massachusetts intersections to illustrate her points, Robertson presented an overview of types of intersections and challenges each type can present to pedestrians. She emphasized that street crossing involves a number of choices, and that while no travel trainer can prevent all danger, risk factors can be reduced. Pedestrian safety is also important for people who use wheelchairs and mobility devices. AGE TRIAD, a group of public safety officials and senior centers representing the Berkshire County towns of Alford, Great Barrington, and Egremont, as well as the local Fairview Hospital, sponsored a “Be Seen, Be Safe” event at the Great Barrington Senior Center in July – all attendees received free, safety-yellow vests. Staff and volunteers gave out flags for scooters and helped attendees decorate their scooters with reflective tape. The event was spurred by a tragic crash in which a driver of an SUV hit a person using a scooter who was crossing the street from senior housing to a grocery store in Great Barrington in 2015. The driver said she never saw the pedestrian, so AGE TRIAD, at the urging of the Great Barrington Chief of Police William Walsh, decided to conduct a public awareness campaign to increase pedestrian safety and visibility.  To learn more about these or other projects, please visit MassMobility at www.mass.gov/hst, or subscribe to its monthly newsletter at www.tinyurl.com/MassMobility This article was featured in WalkBoston’s printed Winter 2017 newsletter. ———————————————————————————————— Join WalkBoston’s Mailing List to keep up to date on advocacy issues.

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Transit-Walkability Collaborative Established

New coalition plans to promote walkable, transit-rich communities America Walks announced today the formation of the Transit-Walkability Collaborative, whose purpose is to expand safe, healthy, equitable, and sustainable communities by harnessing the synergy between walkability and quality public transit service. The nine founding members of the new coalition work at the national, state, and local level in the walkability and transit advocacy movements. They are Center for Transportation Excellence, American Public Transportation Association, National Association of Public Transportation Advocates, Victoria Transport Policy Institute, Circulate San Diego, WalkDenver, Health by Design/Indiana Citizens' Alliance for Transit, WalkBoston, and America Walks. Each organization has signed on to a shared Statement of Purpose, which can be found on the America Walks web site here: http://bit.ly/2m4HpTV The Transit-Walkability Collaborative notes that integrating walkability and public transit helps to create safe, affordable, and enjoyable neighborhoods, whose residents complete their daily activities while owning fewer vehicles and driving less often.  These communities experience significant public and private-sector cost savings, lower rates of traffic fatalities, reduced air pollution and greenhouse gas emissions, higher levels of physical activity, and a better quality of life - especially for low-income families. "Walkability and transit advocacy complement each other and accomplish common goals neither can achieve on its own," said Ian Thomas, State and Local Program Director with America Walks and coordinator of the Collaborative. "By ensuring a high level of service for both walking and public transport, we stimulate mutually-reinforcing community benefits that help address a range of social problems - from health to economics to quality of life." The Transit-Walkability Collaborative has identified long-term objectives in the areas of research, communications, capacity-building, and policy change, and adopted a 2017 Action Plan.  One of the first priorities will be to conduct an environmental scan of walkability and transit advocacy groups, and then expand the circle further.  "We also plan to reach out to organizations with primary interests in bicycling, disabilities/access, social equity, public health, and smart growth," said Thomas. Several upcoming events are being planned to stimulate more interest and discussion about the alignment of walkability and transit campaigns.  A fact sheet will be published in March in conjunction with a special webinar, and an online survey will be launched at the same time - to collect information about the ways walkability and transit advocates are collaborating around the country and what support they need. ### About WalkBoston: WalkBoston makes walking safer and easier in Massachusetts to encourage better health, a cleaner environment and vibrant communities. About the Transit-Walkability Collaborative:  The Transit-Walkability Collaborative exists to promote the benefits of walkable, transit-rich communities; to bring together transit and walkability advocates at the local, state, and national level; and to identify and implement programs and policies that simultaneously expand walkability and transit services in communities across the U.S.  The founding members are:

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